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AW139-QRH

LIST OF WARNING MESSAGES WARNING


MSGs
E
ELECTRICAL ELEC
M ENGINE & DRIVE SHAFT FAILURE ENG FAIL
EMERGENCY SHUT DOWN SHT DWN
E
EMERGENCY & MALFUNCTION PROCEDURES

FIRE & SMOKE FIRE


R
Unmaintained copy – for information only

LANDING GEAR LDG GR


STATIC PORT OBSTRUCTION STC PRT
G
RTR XMSN
ROTOR &TRANSMISSION,
ROTOR, TRANSMISSIONCONTROLS CTRLS

LIST OF CAUTION MESSAGES CAUTION


M MSGs

AUTOMATIC FLIGHT CONTROL SYSTEM AFCS


A
AVIONIC SYSTEMS AVIONIC
L
ELECTRICAL ELEC
F
ENGINE ENG
U
ENGINE IN FLIGHT RESTART ENG FLT
RESTART
N
FUEL SYSTEM FUEL
C
HYDRAULIC SYSTEM HYD
LANDING GEAR LDG GR
T
MISCELLANEOUS SYSTEMS
MISCELLANEOUS SYSTEMS MISC
(IPS, LIPS if applicable)
I
PFD/MFD MESSAGES PFD/MFD
MSGs
O
ROTOR & TRANSMISSION ROTOR
XMSN
N
CAT B/A
A/B AND IN FLIGHT PROCEDURES CAT A/B
FOR ENGINE FAILURE PROCS

Rev. 21 Emerg-Malfunc Page 1 NOTES


AW139-QRH

GENERAL
This section contains the procedures that should be performed in the event
of an emergency or malfunction. The procedures used for each actual
emergency or malfunction must result from consideration of the overall situ-
ation. Multiple emergencies or malfunctions may require a departure from
normal corrective procedures detailed in this section and is at the discretion
of the pilot.
The emergencies and malfunctions procedures are presented either as a
procedural list of actions or in the form of flow charts.
The flow charts are based on cockpit indications that would be available to
the pilot, a brief description of the emergency / malfunction, and the subse-

Unmaintained copy – for information only


quent actions required by the pilot.
For some types of emergency / malfunction the flow charts give the pilot dif-
fering procedures depending on certain criteria. The correct procedure to
follow can be defined by the flight condition, such as ‘On ground’ or ‘In
flight’, by a Yes/No answer to certain questions, such as ‘Does smoke
clear?’, or by ‘If’ statements to identify more precisely the exact condition
encountered which will dictate the correct procedure to follow on the flow
chart.
The necessary pilot actions in the procedures commence with a dash ‘-’
and are typed in bold text to make them more conspicuous.

USE OF WARNINGS, CAUTIONS AND NOTES


Warnings, Cautions and Notes are used to emphasize important and critical
instructions and are used as follows:

WARNING
An operating procedure, practice, etc., which, if
not correctly followed, could result in personal
injury or loss of life.

CAUTION
An operating procedure, practice, etc., which, if
not strictly observed, could result in damage to, or
destruction of, equipment.

Note
An operating procedure, condition, etc., which is essential to
highlight.

DEFINITIONS
The level of alertness required by the pilots is a function of the flight regime.
The following definitions are used in the manual;
Fly Attentive - Pilot to maintain close control of flight path using hands on
when required.
Fly Manually - Pilot to control directly the flight path using hands on.

Emerg-Malfunc Page 2
AW139-QRH

EMERGENCY PROCEDURES
CAS WARNING SYSTEM (WARNING MSGS) ............................. 9
VOICE WARNING MESSAGES AND PRIORITIES LOGIC . . . 9
TABLE OF CAS WARNING MESSAGES . . . . . . . . . . . . . . . . . 9
VOICE MESSAGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
SAFE OEI FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
EMERGENCY LANDING GUIDANCE . . . . . . . . . . . . . . . . . . . 10
ELECTRICAL SYSTEM (ELEC)..................................................... 11
DOUBLE DC GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . 11
EXTENDED FLIGHT ENDURANCE AFTER DOUBLE
Unmaintained copy – for information only

DC GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
SERVICES LOST DURING BUS FAILURES . . . . . . . . . . . . . . 13
SERVICES AVAILABLE ON ESSENTIAL BUS 1 AND 2 . . . . . 14
MAIN AND AUXILIARY BATTERY HOT. . . . . . . . . . . . . . . . . . 14
ENGINE FAILURE (ENG FAIL SHT DWN) .................................... 15
ENGINE OUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
ENGINE DRIVE SHAFT FAILURE . . . . . . . . . . . . . . . . . . . . . . 16
ENGINE IDLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
DOUBLE ENGINE FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . 17
AUTOROTATION ENTRY AND LANDING PROCEDURE . . . . 17
SINGLE ENGINE FAILURE IN HOVER . . . . . . . . . . . . . . . . . . 18
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
FLYAWAY PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
LANDING/DITCHING PROCEDURE . . . . . . . . . . . . . . . . . . . . 18A
ENGINE OIL PRESSURE LOW . . . . . . . . . . . . . . . . . . . . . . . . 18B
ENGINE EEC FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18B
ENGINE SHUTDOWN IN EMERGENCY (ENG FAIL SHT DWN) .. 19
EMERGENCY/POST CRASH SHUTDOWN (ENG FAIL SHT DWN)20
FIRE (FIRE)............................................................................ 21
ENGINE BAY FIRE (GROUND) . . . . . . . . . . . . . . . . . . . . . . . . 21
ENGINE BAY FIRE (FLIGHT) . . . . . . . . . . . . . . . . . . . . . . . . . . 22
BAGGAGE BAY FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
COCKPIT / CABIN FIRE (GROUND) . . . . . . . . . . . . . . . . . . . . 23
COCKPIT / CABIN FIRE (FLIGHT). . . . . . . . . . . . . . . . . . . . . . 24
ELECTRICAL FIRE/SMOKE (GROUND) . . . . . . . . . . . . . . . . . 24
ELECTRICAL FIRE/SMOKE (FLIGHT). . . . . . . . . . . . . . . . . . . 24
WHEEL BRAKE FIRE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
ENGINE EXHAUST FIRE AFTER SHUTDOWN . . . . . . . . . . . 26
LANDING GEAR (LDG GR STC PRT) ........................................... 27
LANDING GEAR FAILS TO LOCK DOWN . . . . . . . . . . . . . . . . 27
STATIC PORT OBSTRUCTION (LDG GR STC PRT) ................... 28
ROTOR UNDER-SPEED (ROTOR XMSN)..................................... 29
ROTOR-OVERSPEED (ROTOR XMSN) ........................................ 29

Rev. 9 Emerg-Malfunc Page 3


AW139-QRH

TRANSMISSION SYSTEM FAILURES (ROTOR XMSN) .............. 30


MAIN GEARBOX OIL PRESSURE LOW . . . . . . . . . . . . . . . . . 30
MAIN GEARBOX OIL TEMPERATURE HIGH . . . . . . . . . . . . . 30A
MAIN ROTOR CONTROLS BINDING ........................................... 30B
TAIL ROTOR SYSTEM FAILURES................................................ 30B
YAW CONTROL DIAGNOSTICS . . . . . . . . . . . . . . . . . . . . . . 30B
TAIL ROTOR DRIVE FAILURE . . . . . . . . . . . . . . . . . . . . . . . . 30C
TAIL ROTOR CONTROL SYSTEM FAILURE . . . . . . . . . . . . . 30D
TAIL ROTOR CONTROL BINDING . . . . . . . . . . . . . . . . . . . . . 30E

Unmaintained copy – for information only


MALFUNCTION PROCEDURES

CAS CAUTION SYSTEM (CAUTION MSGS)................................ 31


CAUTIONS WITH VOICE MESSAGES . . . . . . . . . . . . . . . . . . 31
TABLE OF CAS CAUTION MESSAGES . . . . . . . . . . . . . . . . . 31
TABLE OF PFD AND MFD MESSAGES . . . . . . . . . . . . . . . . . 35
AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)..................... 37
AUTOPILOT FAIL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
AUTOPILOT OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
AUTOPILOT AXIS OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
AUTOPILOT AXIS DISENGAGE . . . . . . . . . . . . . . . . . . . . . . . 39
ATTITUDE SYSTEM OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
AFCS TRIM FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
PITCH, ROLL, YAW TRIM FAIL . . . . . . . . . . . . . . . . . . . . . . . . 40
MISTRIM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
AFCS DEGRADED. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
SAS DEGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
AP TEST ABORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
CYCLIC FORCE TRIM OFF OR FAIL . . . . . . . . . . . . . . . . . . . 41
CYCLIC FORCE TRIM RELEASE FAILURE . . . . . . . . . . . . . . 41
COLLECTIVE FORCE TRIM OFF OR FAIL. . . . . . . . . . . . . . . 42
COLLECTIVE FORCE TRIM RELEASE FAILURE . . . . . . . . . 42
AFCS QUICK DISCONNECT PROCEDURE . . . . . . . . . . . . . . 42
GUIDANCE CONTROL PANEL FAILURE . . . . . . . . . . . . . . . . 42
SINGLE COLLECTIVE AUTOPILOT FAILURE . . . . . . . . . . . . 43
DUAL COLLECTIVE AUTOPILOT FAILURE . . . . . . . . . . . . . . 43
MAU FAILURE WITH FD ENGAGED. . . . . . . . . . . . . . . . . . . . 44
AVIONIC SYSTEMS (AVIONIC)..................................................... 45
PRIMARY OR/AND MULTIFUNCTIONAL FLIGHT DISPLAY
UNIT FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
DISPLAY UNIT OVERHEATING . . . . . . . . . . . . . . . . . . . . . . . 46
DISPLAY UNIT DEGRADED . . . . . . . . . . . . . . . . . . . . . . . . . . 46
ADS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

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AW139-QRH

AHRS FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
AURAL WARNING SYSTEM FAILURE . . . . . . . . . . . . . . . . . . 47
AVIONIC FAULT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
MODULAR AVIONICS UNIT OVERHEAT/FAIL . . . . . . . . . . . . 48
MODULAR AVIONICS UNIT OVERHEAT/FAIL (CONT) . . . . . 49
MULTIFUNCTION CONTROL DISPLAY UNIT OVERHEATING 50
SYSTEM CONFIGURATION FAILURE . . . . . . . . . . . . . . . . . . 50
VALIDATE CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . 50
FLIGHT DATA RECORDER FAILURE . . . . . . . . . . . . . . . . . . . 50
COCKPIT VOICE RECORDER FAILURE . . . . . . . . . . . . . . . . 51
FLIGHT MANAGEMENT SYSTEM FAILURE. . . . . . . . . . . . . . 51
Unmaintained copy – for information only

GPS FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
FMS/GPS MISCOMPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
FMS/GPS MISCOMPARE UNAVAILABLE . . . . . . . . . . . . . . . . 52
COMMUNICATION SYSTEM (AVIONIC) ....................................... 52
VHF OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
AUDIO PANEL FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
MRC OVERHEAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
ELECTRICAL (ELEC)..................................................................... 53
SINGLE DC GENERATOR FAILURE . . . . . . . . . . . . . . . . . . . . 53
DC GENERATOR OVERHEAT. . . . . . . . . . . . . . . . . . . . . . . . . 53
DC GENERATOR OVERLOAD . . . . . . . . . . . . . . . . . . . . . . . . 54
MAIN BATTERY OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
AUXILIARY BATTERY OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
LOSS OF MAIN AND/OR AUXILIARY BATTERY SUPPLY . . . 55
BUS TIE OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
DC MAIN BUS FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ENGINE MALFUNCTIONS (ENG).................................................. 59
COMPRESSOR STALL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
UNUSUAL ENGINE NOISE . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
ENGINE LIMIT EXCEEDANCE. . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE OIL TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE OIL PRESSURE HIGH . . . . . . . . . . . . . . . . . . . . . . . . 61
ENGINE CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
ENGINE FIRE DETECTOR SYSTEM. . . . . . . . . . . . . . . . . . . . 62
ENGINE CONTROL LEVER . . . . . . . . . . . . . . . . . . . . . . . . . . 63
ENGINE CONTROL LEVER POSITION . . . . . . . . . . . . . . . . . . 63
ENGINE MODE SELECT SWITCH. . . . . . . . . . . . . . . . . . . . . . 63
ENGINE POWER TURBINE OVERSPEED . . . . . . . . . . . . . . . 64
ENGINE ELECTRONIC CONTROL DATA . . . . . . . . . . . . . . . . 64
DEGRADATION OF ENGINE CONTROL FUNCTIONS . . . . . 65
ENGINE HOT START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
TORQUE LIMITER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
INTER TURBINE TEMPERATURE LIMITER . . . . . . . . . . . . . . 66
ENGINE POWER TURBINE OVERSPEED DETECT FAILURE 66
FUEL FILTER BY-PASS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
FUEL ICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67

Rev. 21 Emerg-Malfunc Page 5


AW139-QRH

FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
ENGINE AND ROTOR PARAMETERS MISCOMPARE . . . . . 68
ENGINE ANALOGUE SENSOR FAILURE. . . . . . . . . . . . . . . . 68
ENGINE IN FLIGHT RESTART PROCEDURE (ENG FLT RESTART) 69
ENGINE MANUAL STARTING ...................................................... 70
ENGINE MANUAL STARTING ON GROUND PROCEDURE . 71
MANUAL START PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . 71
ENGINE MANUAL IN FLIGHT RESTART PROCEDURE
(ENG FLT RESTART) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ENGINE SHUTDOWN USING ECL/MANUAL . . . . . . . . . . . . . 72A

Unmaintained copy – for information only


FUEL SYSTEM (FUEL) .................................................................. 73
FUEL LOW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
FUEL PRESSURE LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
DOUBLE FUEL PUMP FAILURE . . . . . . . . . . . . . . . . . . . . . . . 74
FUEL CONTENTS GAUGING UNIT FAILURE . . . . . . . . . . . . 74
FUEL LOW SENSOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . 75
FUEL PROBE FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
FUEL CONTENTS GAUGING UNIT TEST SYSTEM FAILURE 76
ABNORMAL FUEL CONSUMPTION . . . . . . . . . . . . . . . . . . . . 76
HYDRAULIC SYSTEM (HYD LDG GR) ......................................... 77
HYDRAULIC PRESSURE LOW . . . . . . . . . . . . . . . . . . . . . . . . 77
NORMAL LANDING GEAR PRESSURE LOW . . . . . . . . . . . . 77
EMERGENCY LANDING GEAR PRESSURE LOW . . . . . . . . 78
HYDRAULIC FLUID OVERHEATING . . . . . . . . . . . . . . . . . . . 78
HYDRAULIC FLUID LEVEL LOW . . . . . . . . . . . . . . . . . . . . . . 79
HYDRAULIC PUMP 1, 2 OR 4 FAILURE . . . . . . . . . . . . . . . . . 79
MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO . 80
NOSEWHEEL UNLOCKED (IN FLIGHT) . . . . . . . . . . . . . . . . . 80
PARK BRAKE MALFUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 81
PARK BRAKE ON IN FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . 81
LANDING GEAR RETRACTED . . . . . . . . . . . . . . . . . . . . . . . . 81
LANDING GEAR FAILS TO RAISE . . . . . . . . . . . . . . . . . . . . . 82
MISCELLANEOUS SYSTEMS (MISC) .......................................... 83
PITOT HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
PITOT HEATER OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
AIRCRAFT NEVER EXCEED SPEED . . . . . . . . . . . . . . . . . . . 83
AIRCRAFT NEVER EXCEED SPEED MISCOMPARE . . . . . . 83
WEIGHT ON WHEELS SWITCH FAILURE . . . . . . . . . . . . . . . 84
COCKPIT DOOR OPEN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
CABIN DOOR OPEN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
BAGGAGE BAY DOOR OPEN. . . . . . . . . . . . . . . . . . . . . . . . . 85
EXTERNAL POWER SOCKET DOOR OPEN . . . . . . . . . . . . . 85
VENT FAN FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
NOSE AVIONIC FANS FAILURE . . . . . . . . . . . . . . . . . . . . . . 86
ROTOR BRAKE FAIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
HEATER FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87

Emerg-Malfunc Page 6 Rev. 21


AW139-QRH

COND FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
ICING PROTECTION SYSTEM (IF APPLICABLE) . . . . . . . . IPS 1
LIMITED ICING PROTECTION SYSTEM
(IF APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LIPS 1
PFD AND MFD DISPLAY MESSAGES (PFD/MFD MSGS)........... 89
ATTITUDE DISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . 89
HEADING DISPLAY FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 89
ADS FAILURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
CAS WARNING AND CAUTION MESSAGE LIST
DISCREPANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
MAU MESSAGE ON PFD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Unmaintained copy – for information only

DISPLAY UNIT GRAPHIC MALFUNCTION . . . . . . . . . . . . . . . 95


2.5 MINUTE RATING MESSAGE ON PFD. . . . . . . . . . . . . . . . 96
DECISION HEIGHT CAPTION . . . . . . . . . . . . . . . . . . . . . . . . . 96
AHRS MISCOMPARE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
ADS MISCOMPARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
LOC/GS MISCOMPARE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
FLIGHT DIRECTOR FAILURE . . . . . . . . . . . . . . . . . . . . . . . . . 98
SINGLE FLIGHT DIRECTOR FAILURE . . . . . . . . . . . . . . . . . . 98
DUAL FLIGHT DIRECTOR FAILURE . . . . . . . . . . . . . . . . . . . . 98
SINGLE RAD ALT FAILURE WITH RHT (OR SAR MODES)
ENGAGED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
DOUBLE RAD ALT FAILURE WITH RHT (OR SAR MODES)
ENGAGED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
RAD ALT MISCOMPARE WITH RHT (OR SAR MODES)
ENGAGED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
VERTICAL TRACK ALERT CAPTION . . . . . . . . . . . . . . . . . . . 100
GROUNDSPEED VELOCITY FAIL. . . . . . . . . . . . . . . . . . . . . . 100
GROUNDSPEED VELOCITY MISCOMPARE . . . . . . . . . . . . . 100
HEIGHT LIMIT CAPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
OAT SENSOR MISCOMPARE . . . . . . . . . . . . . . . . . . . . . . . . . 101
FMS MESSAGES (PFD/MFD MSGS) ............................................102
DEAD RECKONING (DR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
DEGRADED (DGR). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
UNABLE RNP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
ROTOR AND TRANSMISSION (ROTOR XMSN)...........................103
ROTOR SPEED SELECTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 103
MAIN GEARBOX OVERTORQUE . . . . . . . . . . . . . . . . . . . . . . 103
MAIN GEARBOX CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . 104
MAIN GEARBOX OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . 104
MAIN GEARBOX OIL LOW. . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
MAIN GEARBOX INPUT BEARING TEMPERATURE . . . . . . . 105
MAIN GEARBOX INPUT OIL PRESSURE . . . . . . . . . . . . . . . 105
INTERMEDIATE OR TAIL GEARBOX CHIP DETECTOR . . . . 106
INTERMEDIATE OR TAIL GEARBOX OIL LOW . . . . . . . . . . . 106
INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH . . . . 106
TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH . . . . . . . 107

Rev. 21 Emerg-Malfunc Page 7


AW139-QRH

GEARBOX CHIP DETECT UNIT MALFUNCTION. . . . . . . . . . 107


GEARBOX CHIP DETECTOR SENSOR FAILURE . . . . . . . . . 107
CAT B SINGLE ENGINE FAILURE PROCEDURES (CAT A/B
PROCS).......................................................................................... 109
CATEGORY B SINGLE ENGINE FAILURE IN HOVER
(5 TO 10 FT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
CATEGORY B SINGLE ENGINE FAILURE ON TAKE OFF . . 109
SINGLE ENGINE FAILURE DURING CRUISE . . . . . . . . . . . . 109
CATEGORY B SINGLE ENGINE LANDING . . . . . . . . . . . . . . 109
CAT A SINGLE ENGINE FAILURE PROCEDURES (CAT A/B

Unmaintained copy – for information only


PROCS).......................................................................................... 110
IN HOVER (5 FEET ATS) ALL PROCEDURES . . . . . . . . . . . . 110
VERTICAL PROCEDURE RTO . . . . . . . . . . . . . . . . . . . . . . . . 110
SHORT FIELD PROCEDURE RTO . . . . . . . . . . . . . . . . . . . . . 110
BACK UP PROCEDURE RTO . . . . . . . . . . . . . . . . . . . . . . . . . 111
CLEAR AREA PROCEDURE RTO . . . . . . . . . . . . . . . . . . . . . 111
CONFINED AREA PROCEDURE RTO . . . . . . . . . . . . . . . . . . 111
OFFSHORE & ENHANCED OFFSHORE HELIDECK
PROCEDURE RTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
VERTICAL, SHORT FIELD AND BACK UP PROCEDURES
CTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
CLEAR AREA CTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
CONFINED AREA CTO (STANDARD CLIMB TECHNIQUE) . 113
CONFINED AREA CTO (ALTERNATIVE CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
OFFSHORE HELIPAD CTO (STANDARD CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
OFFSHORE HELIPAD CTO (ALTERNATIVE CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114A
OFFSHORE HELIPAD CTO (ALTERNATIVE CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114A
ENHANCED OFFSHORE HELIDECK CTO . . . . . . . . . . . . . 114A
SINGLE ENGINE FAILURE DURING CRUISE . . . . . . . . . . . 114B
SINGLE ENGINE FAILURE DURING CRUISE . . . . . . . . . . . 114B
HELIPORT BALKED LANDING . . . . . . . . . . . . . . . . . . . . . . . . 115
CLEAR AREA BALKED LANDING. . . . . . . . . . . . . . . . . . . . . . 115
CONFINED AREA BALKED LANDING (STANDARD
CLIMB TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
CONFINED AREA BALKED LANDING
(ALTERNATIVE CLIMB TECHNIQUE). . . . . . . . . . . . . . . . . . . 116
OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE
BALKED LANDING (STANDARD CLIMB TECHNIQUE) . . . . . 117
OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE
BALKED LANDING (ALTERNATIVE CLIMB TECHNIQUE) . . 117
OFFSHORE HELIDECK DESCENDING APPROACH
PROCEDURE BALKED LANDING (STANDARD CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118

Emerg-Malfunc Page 8 Rev. 21


AW139-QRH

OFFSHORE HELIDECK DESCENDING APPROACH


PROCEDURE BALKED LANDING (ALTERNATIVE CLIMB
TECHNIQUE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
HELIPORT OEI LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
CLEAR AREA OEI LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . 119
CONFINED AREA OEI LANDING. . . . . . . . . . . . . . . . . . . . . . . 120
OFFSHORE HELIDECK LEVEL APPROACH
PROCEDURE OEI LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . 120
OFFSHORE HELIDECK DESCENDING APPROACH
PROCEDURE OEI LANDING . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Unmaintained copy – for information only

Rev. 21 Emerg-Malfunc Page 8A


AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

Emerg-Malfunc Page 8B Rev. 21


AW139-QRH

EMERGENCY PROCEDURES WARNING


CAS WARNING SYSTEM (WARNING MSGS) MSGs
VOICE WARNING MESSAGES AND PRIORITIES LOGIC
1. “ROTOR LOW” 2. “ENGINE OUT”
3. “ENGINE FIRE” 4. “ROTOR HIGH”
5. “ENGINE IDLE” 6. “WARNING”
7. “AUTOPILOT” 8. “AIRSPEED”
9. “LOW SPEED” 10. “ALTITUDE”
11. “CHECK HEIGHT” 12. “LANDING GEAR”
13. “150 FEET”
Unmaintained copy – for information only

TABLE OF CAS WARNING MESSAGES


CAS caption Voice Warning Audio Failure/System State
Power ON: NR below 98%
ROTOR LOW
ROTOR LOW Tone (AEO), or below 90% (OEI),
page 29 Power OFF: NR below 95%.
1(2) ENG OUT ENGINE 1(2) Engine NG below 34.3% or NG
Tone
page 15 OUT rate of change outside limits.

1(2) ENG FIRE ENGINE 1(2) Engine bay high temperature,


Tone
page 21 FIRE fire or hot gas leak.

ROTOR HIGH Power ON: NR above 104%.


ROTOR HIGH Tone
page 29 Power OFF: NR above 110%.
1(2) ENG IDLE ENGINE 1(2) Engine in IDLE and collective
Tone being raised. (Triggered on
page 16 IDLE ground).
1(2) EEC FAIL Automatic reversion of associ-
WARNING None
page 18B ated engine to manual mode.

MGB OIL PRESS Low pressure in MGB lubricat-


WARNING None
page 30 ing systems (less than 3.1 bar)

MGB OIL TEMP Overheating of MGB lubricating


WARNING None
page 30A system (greater than 109°C).

1(2) ENG OIL PRESS Low oil pressure in associated


WARNING None
page 18B engine (less than 4.2 bar).

1-2 DC GEN WARNING None Failure of both generators.


page 11
MAIN BATT HOT
WARNING None Main battery overheating.
page 14
AUX BATT HOT
WARNING None Auxiliary battery overheating.
page 14
BAG FIRE Smoke detected in baggage
WARNING None
page 23 bay.

Rev. 13 Emerg-Malfunc Page 9


AW139-QRH
VOICE MESSAGES
WARNING
1. “AIRSPEED“ — Vne speed exceeded.
MSGs
2. “150 FEET” — Aircraft at less than 150ft RAD ALT height.
3. “AUTOPILOT” — Associated with any AP caution message.
4. “ALTITUDE” — Altitude deviation in ALT or RHT mode
exceeded.
5. “CHECK HEIGHT” — Aircraft at or below selected RAD ALT DH
height (EPIC Software Phase 5, or later).
6. “LOW SPEED” — Aircraft below 55 KIAS and FD has automati-

Unmaintained copy – for information only


cally disengaged (EPIC Software Phase 5,
or later).

SAFE OEI FLIGHT


In general safe OEI flight is defined to mean (1) a sustainable airspeed of not
less than 50 KIAS, (2) the ability to obtain a positive rate of climb at acceptable
power levels and (3) an altitude which provides sufficient clearance from the
ground/obstacles so that required manoeuvring can be reasonably achieved.
At crew discretion, other procedural checks/actions may be carried out while
these conditions are being established.

EMERGENCY LANDING GUIDANCE


Throughout this Section, three terms are used to indicate the degree of
urgency with which a landing must be effected. In cases where extremely haz-
ardous landing conditions exist such as dense bush, heavy seas or mountain-
ous terrain, the final decision as to the urgency of landing must be made by the
pilot.

1. Land immediately: — Land at once, even if for example


this means ditching or landing in
trees. The consequences of contin-
ued flight are likely to be more haz-
ardous than those of landing at a
site normally considered unsuitable.

2. Land as soon as possible: — Do not continue flight for longer


than is necessary to achieve a safe
and unhurried landing at the near-
est site.

3. Land as soon as practicable: — Land at the nearest aviation location


or, if there is none reasonably
close, at a safe landing site
selected for subsequent
convenience.

Emerg-Malfunc Page 10 Rev. 9


AW139-QRH

ELECTRICAL SYSTEM (ELEC)


DOUBLE DC GENERATOR FAILURE

1-2 DC GEN + Voice Warning ELEC

Double DC Generator failure

- Select both DC generator switches to OFF

- Select one DC generator switch to ON


Unmaintained copy – for information only

1-2 DC GEN caption clears


1-2 DC GEN caption remains
1(2) DC GEN caption illuminates
DC generator back on line, DC Generator failed
Assume other DC Generator - Switch OFF
has failed, leave OFF - Select other DC
Generator ON
Loss of NON ESS BUS 1&2
- Set avionic equipment as
required, (see NOTE 1) monitor
DC load and regulate electrical 1-2 DC GEN caption remains
power usage to stay within limits
- DC Generator failed,
- Switch OFF
- Continue flight

NOTE 1 Double DC generator


failure confirmed
See page 13 for services lost
when BUS not available.
- Right pilot select on-side
NOTE 2 radio/com (N°2)
If MAIN BUS 1 required, the BATTERY MAIN
switch may be switched ON to supply battery CAUTION
power to MAIN BUS 1 reducing the battery
endurance to a maximum of 17 minutes. MAIN BUS 2 and NON
If the BUS TIE is switched ON the BATTERY ESS BUS 1 & 2 lost. The
power is also supplied to MAIN BUS 2, with following action will cause
a further reduction in battery endurance. loss of MAIN BUS 1.
See NOTE 1.
NOTE 3
After double DC GEN failure and with - BATTERY MAIN , switch
BATTERY MAIN OFF do not use ELEC OFF to conserve battery
and HYD synoptic pages. power (See NOTE 2 & 3)
- Land as soon as possible
(within 30 minutes) or
refer to Extended Flight
Endurance page 12

Rev. 2 Emerg-Malfunc Page 11


AW139-QRH
EXTENDED FLIGHT ENDURANCE AFTER DOUBLE
DC GENERATOR FAILURE
The following assumes the double DC Generator Failure procedure
has been followed and a double DC generator failure is confirmed.
ELEC
1-2 DC GEN

- Double DC generator failure confirmed

- Confirm BATTERY MAIN switch OFF

Unmaintained copy – for information only


- Select FUEL XFEED CLOSED
- FUEL PUMP 1 and 2 switches OFF
- On RCP, select PLT switch to PFD ONLY

If night flight If day flight

- Confirm LT panel switches OFF


If OAT less If OAT greater
than 4°C than 4°C - Confirm POSITION LIGHTS OFF

- Confirm PITOT
HEATER OFF If OAT less If OAT greater
than 4°C than 4°C

- Land as soon as
practicable within - Confirm PITOT
62 minutes HEATER OFF
- Confirm PITOT
HEATER 2 ON - Confirm PITOT - Land as soon as
HEATER 2 ON practicable within
- Land as soon 75 minutes
as practicable - Land as soon as
within 57 minutes practicable within
66 minutes

Note
The battery endurance reported above assumes the pilot oper-
ates the VHF2 radio system in transmission for a maximum of 1
minute every 15 minutes.

Note
The LDG LT can be turned on for 3 minutes before landing.

Emerg-Malfunc Page 12
AW139-QRH
SERVICES LOST DURING BUS FAILURES

DC MAIN BUS 1 DC MAIN BUS 2


ADM 1 AUTO TRIM
ANTI-COLL LIGHT BAGGAGE COMPT LIGHT ELEC
CARGO HOOK RELEASE CABIN LIGHT
CLOCK CPLT COCKPIT/CABIN HEATER
COCKPIT CPLT LIGHT COCKPIT VENT (PLT)
CPLT ICS CPLT MFD
(CPLT ICS in back up mode) DOME LIGHT
CPLT PFD FD2
CSL ILLUM HOIST LIGHT
FD1 MAU 1 (AUX POWER)
HOIST POWER MCDU CPLT
Unmaintained copy – for information only

HOIST CUTTER 1 MRC 2 (ADF & DME)


HOIST CONTROL PLT W/WIPER
HUMS PSU
HYD ELEC PUMP RAD ALT 2
LINEAR ACTUATOR 1 SEARCH LIGHT CONTROL
MAU1 (PRI POWER) SEARCH LIGHT POWER
MCDU PLT STORM LIGHT
MRC 1 (NIM 1, NAV 1) SUN LIGHT CONTROL
OVHD PANEL ILLUM VENT CONTROL 2
PA V/UHF
PFD CPLT CONTROL
PITOT 1 FAIL INDICATION
PITOT HEAT 1
RAD ALT 1
UTIL POWER
W/RADAR
XMSN OIL LEVEL SENSOR

DC NON ESS BUS 1 DC NON ESS BUS 2

CABIN VENT ECS (CABIN)


COCKPIT VENT (CPLT) EXT/SPKR POWER
CPLT W/WIPE NOSE BAY FAN 2*
ECS (COCKPIT)
FUEL DRAIN VALVE
STEP LIGHT
NOSE BAY FAN 1*

* NOSE BAY FANS for Long Nose Variant only (function on ground only)

Rev. 4 Emerg-Malfunc Page 13


AW139-QRH
Services available on ESSENTIAL BUS 1 AND 2
DC ESS BUS 1 DC ESS BUS 2
BAGGAGE FIRE DETECT ADM 2
BUS CONTROL 1 AUTO FLOAT CONTROL
EAPS 1 AUX BATT CHARGE
ELEC EEC 1 BUS CONTROL 2
EEC 1 FAIL INDICATION CARGO HOOK EMERG RELEASE
EMERG LIGHT CLOCK PLT
EMERG FLOAT CONTROL (MANUAL) COCKPIT PLT LIGHT
EMERG FLOAT POWER EAPS 2
ENG 1 FIRE DETECTION EEC2
ENG 1 FIRE EXTINGUISHER EEC 2 FAIL INDICATION
ENG 1 IGNITER & START ELT
FCU 1 ENG 2 FIRE DETECTION

Unmaintained copy – for information only


FDR/CVR ENG 2 FIRE EXTINGUISHER
FUEL PUMP 1 ENG 2 IGNITER & START
FUEL SHUT OFF VALVE 1 EXT SPKR CONTROL
FORCE TRIM FADEC GSE
GCU 2 FCU 2
ENG GOV CONTROL FUEL PUMP 2
HYD SYS 1 & SOV 1&2 FUEL SHUT OFF VALVE 2
ICS PLT (PLT ICS IN BKUP MODE) FUEL X FEED
LANDING LIGHT CONTROL
GCU 1
LANDING LIGHT POWER
HOIST CUTTER 2
LDG GEAR CONTROL
HOIST ICS OPERATOR
LDG GEAR INDICATION
HYD SYS 2
MAIN BATT CHARGE
MAU 2 (PRI POWER) INSTRUMENT PANEL ILLUM.
MRC 1 (VHF 1) LDG GEAR EMERG DOWN
MRC 2 (XPDR) LINEAR ACTUATOR 2
NLG STEERING LOCK MAU 2 (AUX POWER)
PLT MFD MRC 2 (NIM2, VHF2, NAV2)
STBY 1 ATT PFD PLT CONTROL
TAIL POS LIGHT PITOT 2 FAIL INDICATION
TRANS CHIP BURNER PITOT 2 HEAT
PLT PFD
RTR BRK

MAIN AND AUXILIARY BATTERY HOT


MAIN BATT HOT + Voice Warning

Main battery temperature exceeding limits

- Switch BATTERY MAIN OFF


- Continue Flight

AUX BATT HOT + Voice Warning

Auxiliary battery temperature exceeding limits

- Switch BATTERY AUX OFF


- Continue flight

AUX-MAIN BATT HOT + Voice Warning

Auxiliary and Main battery temperature exceeding limits

- Switch BATTERY AUX OFF, Switch BATTERY MAIN OFF


- Continue flight

Emerg-Malfunc Page 14
AW139-QRH

ENGINE FAILURE (ENG FAIL SHT DWN)


For any engine failure or loss of power the following must be carried out if
the COND/HEATER system is fitted:
1. HEATER SOV 1 & 2 — CLOSE.
2. COND/HEATER — OFF, (HEATER ON or AIR COND ON
advisory message not displayed).
ENG FAIL
ENGINE OUT SHT DWN

1(2) ENG OUT + Audio Tone and Voice Warning


Unmaintained copy – for information only

Associated engine NG less than 34.3% or rate of


change outside predetermined limits

- Adjust collective as required to


maintain NR within limits

- Achieve safe OEI flight

If engine at low power If affected engine has


but still running above G.I. flamed out

- Select ENG GOV to


MANUAL control

If manual control If manual control


effective ineffective

- Continue flight - Carry out ENGINE


controlling engine SHUT DOWN IN AN
power manually EMERGENCY procedure
- Land as soon - Land as soon
as practicable as practicable - Carry out ENGINE
SHUT DOWN IN AN
EMERGENCY
Note procedure Page 19
If possible the torque of the manually
controlled engine should be maintained - Land as soon
as practicable
at a torque level 10% below the other
engine. (If PI on either/both engines
is ITT or NG limited refer to TQ on Consider relight only if
MFD PWR PLANT page). cause of flameout known
and relight essential. For
Engine Restart in Flight
procedure see page 69

Rev. 22 Emerg-Malfunc Page 15


AW139-QRH
ENGINE DRIVE SHAFT FAILURE

Rapid decrease in engine 1(2) TQ to 0 with NF1(2) above NR


and/or possible 1(2) OVSPD

NF approx 110% and/or PI 0%, drive shaft failure on affected engine


ENG FAIL
SHT DWN
- Achieve safe OEI flight

- Carry out ENGINE SHUTDOWN IN


EMERGENCY procedure Page 19

Unmaintained copy – for information only


- Land as soon as practicable

Note
Following engine drive shaft failure, NF may overspeed and
reach the NF overspeed trip point (111%).

ENGINE IDLE

1(2) ENG IDLE + Voice Warning

Associated engine MODE switch at


IDLE and collective not fully down

- Select engine MODE switch to FLT


before TAKE-OFF

Emerg-Malfunc Page 16 Rev. 4


AW139-QRH
DOUBLE ENGINE FAILURE
A sequential or simultaneous failure of both engines will require entry into
autorotation. If sufficient additional time is available to make an engine re-
start feasible, use the ENGINE RESTART IN FLIGHT page 69 procedure.
If ENG 2 is to be started first the BUS TIE switch must be selected ON.
AUTOROTATION ENTRY AND LANDING PROCEDURE
ENG FAIL
The procedure which follows outlines the steps required to execute a suc-
SHT DWN
cessful entry and autorotation landing (ditching), time permitting, consult the
appropriate Emergency Procedure for the additional steps required to deal
with a specific type failure.
1. Collective pitch — Smoothly and rapidly reduce to enter autorotation.
Unmaintained copy – for information only

2. Cyclic — Adjust to obtain autorotation at between 80 KIAS


(minimum rate of descent speed) and 100 KIAS
(Best range speed).
3. Collective pitch — Adjust to obtain up to110% NR.
4. Landing gear — Extend. (UP for ditching).
5. Landing site — Select and manoeuvre into wind.
6. Brief — Cabin crew and occupants.
7. Radar altimeter — Verify working.
8. Windscreen wipers — As required (FAST for ditching).
9. Distress procedure — Broadcast Mayday (time permitting).
10.Shutdown — If appropriate and time available carry out
EMERGENCY/POST CRASH SHUTDOWN
procedure page 20 (steps 1 to 5 only).
11.Cyclic — At approximately 200 feet AGL, initiate a cyclic
flare to a maximum 30° nose-up angle.
12.Collective pitch — Adjust, as required, to maintain NR at 110% maxi-
mum during the flare.
13.Cyclic / Collective — At approximately 35 feet AGL, reduce pitch attitude
pitch to 10° nose-up and apply collective pitch, as
required, to achieve touchdown at approximately
300 feet per minute or less.
14.Touchdown speed — As required by surface characteristics. Maximum
touchdown speed 60 kts on paved surface and 40
kts on grass surface. (For ditching approach into
oncoming waves, if possible, not exceeding 30 kts)
15.Collective pitch — Following touchdown, lower promptly to conserve
the remaining rotor speed.
16.Wheel brakes — Apply as required (land only).
17.Shutdown — If not carried out previously, execute the
EMERGENCY/POST CRASH SHUTDOWN
procedure page 20.
18.Evacuate — Evacuate the aircraft as soon as possible.

Rev. 2 Emerg-Malfunc Page 17


AW139-QRH
SINGLE ENGINE FAILURE IN HOVER
GENERAL
The height loss during a single engine failure flyaway from hover for combi-
nations of weight, altitude and temperature conditions is shown in Perf
page 86 for weights up to 6400 kg. (for aircraft configured for operation
between 6400 kg and 6800 kg see Supplement 50). The chart does not
ENG FAIL include any ground clearance height. If the hover height is greater than the
SHT DWN height loss plus the ground clearance height required (15 ft minimum) then
a flyaway capability exists and the Flyaway Procedure should be followed.
The height loss is valid provided the flyaway manoeuvre is initiated within 1
second from engine failure recognition.

Unmaintained copy – for information only


If a flyaway capability does not exist the landing/ditching procedure should
be followed.
Note
If the helicopter weight, at the time of engine failure, is less or
equal to the Hover OGE 2.5 min OEI weight, an engine failure in
the hover will result in no height loss provided that the pilot does
not intervene on the flight controls.
FLYAWAY PROCEDURE
1. Collective/ — Rotate nose down in 1 second to an attitude of -20°
Cyclic control Recover pitch attitude to 5° nose up in approximately
5 seconds. Maintain this attitude while using the col-
lective to droop the NR to a minimum of 90% NR, if
necessary, to arrest the descent.
2. Acceleration — Maintain pitch attitude at 5° nose up and accelerate
to VTOSS (40 KIAS).
3. At VTOSS — When the aircraft has achieved VTOSS (40 KIAS)
and a positive rate of climb lower collective to
recover initial hover NR to continue climb.
4. Climb — Continue climb and accelerate to Vy or as required.

Note
Following the flyaway procedure the height loss indicated on the
chart, for give ambient conditions and aircraft weight, guar-
antees that VTOSS (40 KIAS) will be achieved and , after accel-
erating to Vy, a subsequent minimum Rate of Climb of 150 fpm
is assured.

Emerg-Malfunc Page 18 Rev. 4


AW139-QRH
LANDING/DITCHING PROCEDURE
1. Collective/ — Rotate nose down in 1 second to an attitude of no
Cyclic control more than -20° while decreasing collective to maintain
NR at 100%.

Note
The nose down rotation should be commensurate with hover
ENG FAIL
height. An engine failure at low height will not allow a large pitch
attitude change prior to water/ground impact. Engine failures at SHT DWN
higher hover heights will permit greater pitch attitude change to
gain aispeed energy that is subsequently used during the flare.
2. Cyclic — At 50 ft AGL rotate nose up as necessary (maxi-
Unmaintained copy – for information only

mum 20°) to decelerate.


3. Approach/ — Continue deceleration to attain landing attitude
Touchdown (level or 5° nose up) prior to touchdown or ditching at
the slowest forward speed possible. Use collective to
cushion touchdown.
4. Landing/Ditching — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
Apply brakes as required for ground landing or
initiate the Ditching Procedure described in
Supplement 9.

CAUTION
If the undercarriage is not extended the Rotor Brake will
not function. In this case use the collective to slow
the rotor, being aware the aircraft may yaw left.

Rev. 4 Emerg-Malfunc Page 18A


AW139-QRH
ENGINE OIL PRESSURE LOW

1(2) ENG OIL PRESS + Voice Warning

Associated engine oil pressure below limit (less than 4.2 bar)
ENG FAIL
SHT DWN - On affected engine check oil pressure and temperature on MFD

If engine oil pressure and If engine oil pressure

Unmaintained copy – for information only


temperature normal. below limit or invalid
- Achieve safe OEI flight
- Land as soon as
practicable
On affected engine
- Carry out ENGINE SHUT DOWN IN
EMERGENCY procedure page 19

- Land as soon as practicable

ENGINE EEC FAIL

1(2) EEC FAIL + Voice Warning

Automatic reversion to engine manual mode

- On affected engine check engine parameters on MFD PWR PLANT

- ENG GOV switch to MANUAL control ECL using beep switch

- Land as soon as practicable


Note
If possible the torque of the manually controlled engine
should be set at a torque level 10% below the other engine.
(If PI on either/both engines is ITT or NG limited refer to TQ
on MFD PWR PLANT page).

Emerg-Malfunc Page 18B Rev. 4


AW139-QRH

ENGINE SHUTDOWN IN EMERGENCY (ENG FAIL SHT DWN)

CAUTION
Care should be taken in confirming the failed engine prior to
commencing this shutdown procedure.

CAUTION ENG FAIL


If there is evidence of combustion after engine shutdown in SHT DWN
flight, carry out a dry motoring procedure as required to
extinguish any possible fire.
Following an engine failure/malfunction, establish a safe OEI flight condi-
Unmaintained copy – for information only

tion. On the failed engine, carry out the following shut down procedures:
1. ENG Mode switch — OFF.
If engine does not shut down then:
ECL — OFF
2. FUEL PUMP switch — OFF, unless required for crossfeed.
3. ENG FUEL switch — OFF, fuel valve indicator horizontal.
4. HEATER SOV 1 & 2 — CLOSE.
(if fitted)
5. COND/HEATER — OFF, (HEATER ON or AIR COND ON
(if fitted) advisory message not displayed).
6. Fuel contents — Monitor, use crossfeed as required.

Rev. 4 Emerg-Malfunc Page 19


AW139-QRH

EMERGENCY/POST CRASH SHUTDOWN (ENG FAIL SHT DWN)


In the event of an emergency or crash landing, priority must be given to
ensuring that personnel are evacuated safely at the most appropriate time.
Every effort should be made to carry out the following shutdown procedures
immediately:

1. ENG MODE 1 & 2 switches — OFF.


ENG FAIL
SHT DWN If engine does not shut down then:
ECL 1 & 2 — OFF

2. FUEL PUMP 1 & 2 switches — OFF.

3. ENG FUEL 1 & 2 switches — OFF.

Unmaintained copy – for information only


4. ENG 1 & 2 FIRE ARM — Lift guard and press appropriate
pushbuttons pushbutton, if required.

5. ENG EXTING switch — Select BTL 1 and/or 2, if required.

6. Rotor brake (if fitted) — Select BRAKE (Braking from 90%


NR permitted in an Emergency).

Note
If the undercarriage is not extended the Rotor Brake will not
function. In this case use the collective to slow the rotor,
being aware the aircraft may yaw left.

When rotor stopped.

7. GEN 1 & 2 and BATT — OFF (using gang-bar).


MASTER switches

Emerg-Malfunc Page 20 Rev. 4


AW139-QRH

FIRE (FIRE)
In the event of smoke or fire, prepare to land the aircraft without delay while
completing the applicable emergency procedures.

ENGINE BAY FIRE (GROUND)

1(2) ENG FIRE + Audio Tone and FIRE


Voice Warning
Unmaintained copy – for information only

- Confirm on ECL engine FIRE light ON

On affected engine
- ENG MODE switch to IDLE
- Confirm engine FIRE
- ECL to OFF
- HEATER SOV switches CLOSE and
COND/HTR switch OFF (if fitted)
- Lift FIRE/ARM guard and press illuminated pushbutton
- Set FIRE EXTING switch to BTL1
- ENG MODE switch to OFF
- Fuel PUMP OFF
- FUEL switch OFF
- XFEED CLOSED

If fire warning clears If fire warning persists

- Set FIRE EXTING


switch to BTL2

- Carry out EMERGENCY/POST CRASH


SHUTDOWN procedure page 20

CAUTION
In case of a subsequent fire in the other engine bay the initial
ARM 1(2) pushbutton must be deselected to allow operation of
the ARM 2(1) pushbutton.

Rev. 10 Emerg-Malfunc Page 21


AW139-QRH
ENGINE BAY FIRE (FLIGHT)

1(2) ENG FIRE + Audio Tone and


Voice Warning

- Confirm on ECL engine FIRE light ON


- Achieve safe OEI Flight
- HEATER SOV switches CLOSE and COND/HTR switch OFF (if fitted)

On affected engine
- ENG MODE switch to IDLE
FIRE
- Confirm engine FIRE

Unmaintained copy – for information only


- ECL to OFF
- Lift FIRE/ARM guard and press illuminated pushbutton
- Set FIRE EXTING switch to BTL1

When conditions permit:


- ENG MODE switch to OFF
- Fuel PUMP OFF
- FUEL switch OFF
- XFEED CLOSED

If fire warning clears If fire warning persists


- Deselect FIRE/ARM - Set FIRE EXTING
pushbutton switch to BTL2

- Land as soon If fire warning If fire warning persists


as possible clears
- LAND IMMEDIATELY
- Land as soon
CAUTION as possible
In case of a subsequent fire in - Carry out EMERGENCY/
the other engine bay the initial POST CRASH SHUTDOWN
ARM 1(2) pushbutton must be procedure page 20
deselected to allow operation
of the ARM 2(1) pushbutton.

Note
When XFEED is CLOSED the affected engine fuel tank will have
a maximum of 228 kg of unusable fuel. If essential, and the pilot
is sure the engine fire has been contained, the unusable fuel can
be made available by XFEED to OPEN and fuel PUMP ON.

Emerg-Malfunc Page 22 Rev. 22


AW139-QRH
BAGGAGE BAY FIRE

BAG FIRE + Voice Warning

On Ground In Flight

- Carry out EMERGENCY/ - Check BAG illuminated


POST CRASH SHUTDOWN on FIRE EXTING panel
procedure page 20
If BAG illuminated If BAG not FIRE
illuminated
Unmaintained copy – for information only

- HEATER SOV switches CLOSE - Carry out lamp


and COND/HTR switch OFF (if fitted) check
- Select VENT CREW and PAX
(if fitted) FAN switch to HIGH
If BAG lamp
not functioning
No smoke in cabin Smoke in cabin
If BAG lamp
- Land as soon functioning,
as possible • possible
spurious CAS
indication
If smoke clears If smoke persists and
intensity increases - Land as soon
significantly in cabin as practicable
- Land as soon and cockpit
as possible

- OPEN windows to ventilate cockpit


- Reduce airspeed to below 50 KIAS,
cabin emergency windows, left side
only, PUSH to release

- LAND IMMEDIATELY
- Carry out EMERGENCY/POST
CRASH SHUTDOWN
procedure page 20

COCKPIT / CABIN FIRE (GROUND)

FIRE in cockpit or cabin


- Declare an emergency

- Carry out EMERGENCY/POST CRASH


SHUTDOWN procedure page 20

- Evacuate aircraft at the earliest opportunity

Rev. 20 Emerg-Malfunc Page 23


AW139-QRH
COCKPIT / CABIN FIRE (FLIGHT).

FIRE in cockpit or cabin

- Declare an emergency

- Prepare to land as soon as possible

- HEATER SOV switches CLOSE and


COND/HTR switch OFF (if fitted)
FIRE - Select VENT CREW FAN OFF

Unmaintained copy – for information only


If the fire source is determined If the fire source is not
determined and
- Use on board hand held the fire persists
extinguisher to fight fire

- LAND IMMEDIATELY
If fire is If fire persists
extinguished
- Carry out EMERGENCY/
- LAND POST CRASH SHUTDOWN
- Increase IMMEDIATELY procedure page 20
ventilation

- Land as soon - Carry out EMERGENCY/


as possible POST CRASH SHUTDOWN
procedure page 20

CAUTION
If the fire is not completely extinguished, increased ventilation
may aggravate the problem.

ELECTRICAL FIRE/SMOKE (GROUND)


An electrical fire is indicated by a smell of burning insulation and/or acrid
smoke. If fire occurs:
Carry out EMERGENCY/POST CRASH SHUTDOWN procedure page 20.

ELECTRICAL FIRE/SMOKE (FLIGHT)


Electrical fires are often indicated by a smell of burning insulation and/or
acrid smoke. The most important consideration is to maintain safe flight
conditions while investigating the cause. Unnecessary electrical equipment
must be switched off while detecting the source of an electrical fire. Unless
the source of the smoke or fire can be positively identified (CAS display or
C/B panel) and the equipment electrically isolated, carry out procedure
detailed on next page.
Procedure contunues on next page

Emerg-Malfunc Page 24
AW139-QRH
Continues from previous page:
ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT)
- Reduce speed, recommended Vy
- Open windows to ventilate cockpit
If operational conditions permit
- Land as soon as possible

- Right pilot select on-side radio/com (N°2)


- Switch pilot UTILITY light ON (for night operation)
- Set MFD to PWR PLANT page to monitor continuously
ESS BUS 2 voltage during the complete procedure FIRE
- Switch GEN 1 & GEN 2 OFF
- Switch BATTERY MAIN OFF(Loss of NON-ESS BUS 1 & 2, MAIN 1 & 2)
Unmaintained copy – for information only

Note
AP2 and ATT will remain engaged, but relevant green lights on
autopilot control panel will be OFF.

WARNING
Actions on the right hand column should be carried
out immediately (if smoke clears or not) whenever ESS BUS
2 voltage drops below 22V (yellow range) or fluctuates.

Smoke does not clear

- Switch GEN 1 & 2 ON, BATTERY


MASTER and AUX OFF
Smoke clears - Re-engage AP1
If smoke clears
- Land as soon as practicable
If smoke does not clear
- Land as soon as possible
If smoke and/or fire severe
- LAND IMMEDIATELY
- Carry out EMERGENCY/POST CRASH
SHUTDOWN procedure page 20
- Switch BATTERY MAIN ON
(MAIN BUS 1 restored)
Does smoke appear? Yes
Switch BATTERY MAIN OFF
No
- Land as soon as possible
within 30 minutes
See Extended Flight
- Switch GEN 1 ON
Endurance After Double DC
(MAIN BUS 2 restored) Generator Failure page 12
Does smoke appear? Yes

No - Switch GEN 1 OFF


- Switch BATTERY MAIN OFF
- Re-engage AP1 - Land as soon as possible
- Land as soon within 30 minutes
as practicable See Extended Flight
Endurance After Double DC
Generator Failure page 12

Rev. 22 Emerg-Malfunc Page 25


AW139-QRH
WHEEL BRAKE FIRE
ON GROUND
When aircraft is stationary:
1. Shutdown — Carry out EMERGENCY/POST CRASH
SHUTDOWN procedure page 20.
IN FLIGHT
1. Landing gear — Extend.
2. Aircraft — Land as soon as possible.
FIRE When aircraft is stationary on the ground:
3. Shutdown — Carry out EMERGENCY/POST

Unmaintained copy – for information only


CRASH
SHUTDOWN procedure page 20.

CAUTION
Use of pedal brakes or parking brake may aggravate the fire.

Note
Consider using one of the cabin hand fire extinguishers or other
available extinguishers to extinguish the fire.

ENGINE EXHAUST FIRE AFTER SHUTDOWN


If there are visible signs of fire in the engine exhaust, possibly accompanied
by a rising ITT after shutdown, personnel should not be allowed to exit until
the following actions have been carried out:
1. Fire warnings — Confirm not illuminated.
2. ENG GOV switch — Set MAN.
3. ENGINE IGN circuit breaker — Out. (Ringed in WHITE on CB panel)
4. BUS TIE switch — Select ON (for ENG 2 only)
5. ECL — OFF
6. ECL starter pushbutton — Push
7. Gas generator (NG) — Note increasing.
8. ECL starter pushbutton — Push to stop when ITT decrease noted
(not more than 45 seconds. Starter
Duty Cycle must be respected).
9. Rotors stopped — Evacuate aircraft.

Emerg-Malfunc Page 26 Rev. 20


AW139-QRH
ELECTRICAL FIRE/SMOKE (GROUND)
An electrical fire is indicated by a smell of burning insulation and/or acrid
smoke. If fire occurs:
Carry out EMERGENCY/POST CRASH SHUTDOWN procedure Page 20.

ELECTRICAL FIRE/SMOKE (FLIGHT)


Electrical fires are often indicated by a smell of burning insulation and/or acrid
smoke. The most important consideration is to maintain safe flight conditions FIRE
while investigating the cause. If the source of the smoke or fire can be posi-
tively identified remove electrical power to the equipment, either by switching
Unmaintained copy – for information only

off, or by pulling the associated circuit breaker.


If the source of the smoke or fire cannot be positively identified, carry out the
procedure detailed on next page.
Procedure continues on next page

Canadian Registered Aircraft Only Emerg-Malfunc Page 26a


AW139-QRH

ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT)


- Right pilot select on-side radio/com (N°2)
- Switch FLOOD LT ON (for night operation)
- Switch GEN 1 & GEN 2 OFF
- Switch BATTERY MAIN OFF
Loss of NON-ESS BUS 1 & 2, MAIN BUS 1 & 2
- Open windows to ventilate cockpit
If operational conditions permit
- Land as soon as possible
FIRE Note
AP2 and ATT will remain engaged, but relevant green lights on

Unmaintained copy – for information only


autopilot control panel will be OFF

If unable to land and continued flight necessary continue the following


procedure:

Problem is on MAIN Problem is on ESS BUS 1


BUS 1 or 2, or NON or ESS BUS 2
ESS BUS’s
No Does smoke continue? Yes

- Switch MAIN BATTERY ON


Does smoke re-appear? Problem is on
MAIN BUS 1
Yes

Problem is on - Switch MAIN BATTERY OFF


No MAIN BUS 2 or
- Pull BUS CONTR 1 & 2 C/B
NON-ESS BUS’s
(Ringed in YELLOW on CB panel)
- Switch GEN 2 ON
- Land as soon as possible
Loss of MAIN BUS 1 &
NON ESS BUS’s

- Switch GEN 1 ON Problem is on


Does smoke re-appear? Yes MAIN BUS 2

- Pull BUS CONTR 1 & 2 C/B’s


Problem is on (Ringed in YELLOW on CB panel)
No NON ESS BUS’s - Land as soon as possible
Loss of MAIN BUS 2 &
NON ESS BUS’s
- Land as soon as possible
Loss of NON ESS BUS’s

Procedure continues on next page

Emerg-Malfunc Page 26b Canadian Registered Aircraft Only


AW139-QRH

ELECTRICAL FIRE/SMOKE PROCEDURE (FLIGHT) Cont.


Continues from previous page

Yes

- Pull BUS CONTR 1 & 2 C/B’s


- Pull ESS BUS TIE C/B FIRE
(Ringed in YELLOW on CB panel)
Unmaintained copy – for information only

- Switch GEN 1 ON
- Re-engage AP1
- On RCP select AHRS and
ADS switches to “1”
- Pull AUX BATT C/B Problem is on
(Ringed in YELLOW on CB panel) ESS BUS 1
Does smoke continue?

Problem is on
No ESS BUS 2
Yes

- Land as soon as possible


Loss of ESS BUS 2, MAIN
BUS 2 & NON ESS BUS’s
- Land as soon as possible
- Reset BUS CONTR 1 & 2,
ESS BUS TIE &
AUX BATT C/B’s.
At pilot’s discretion
- Pull ESS BUS 1 services
C/B’s as deemed necessary.
(Ringed in BLUE on C/B panel,
except IGN 1 ringed in WHITE)

Note CAUTION

Circuit Breaker panel dia- Pulling the FORCE TRIM C/B


gram shown on next page. will cause the FTR switches to
be inoperative. Flight controls
must therefore be moved
against the trim spring.

Canadian Registered Aircraft Only Emerg-Malfunc Page 26c


AW139-QRH

FIRE

Unmaintained copy – for information only


LEGEND
ESS BUS
MAIN BUS
NON-ESS BUS

ICN 39 A 157000 A 00003 00215 A 01 1

Overhead Circuit Breaker Panel

Emerg-Malfunc Page 26d Canadian Registered Aircraft Only


Rev. 2
AW139-QRH

LANDING GEAR (LDG GR STC PRT)


LANDING GEAR FAILS TO LOCK DOWN
If, after selecting the landing gear DOWN
any indicators remain blank or amber,
carry out the following:

- Press LAMP TEST, confirm indicator lights functioning


- Reduce airspeed to less than 120 KIAS
- Check LDG GEAR NORM pressure
(MFD Hydraulic synoptic page)

If pressure low If pressure normal (green box)


Unmaintained copy – for information only

(amber box) LDG GR


- Carry out the following actions,
confirming landing gear STC PRT
indicatons, after each action:
- EMER DOWN pushbutton • Check LDG GEAR circuit
lift guard and press breakers IN (2)
• Cycle LDG GEAR lever,
(maximum three times)
• EMER DOWN pushbutton
lift guard and press

If all indicators
If any indicators If all indicators
illuminate green remain blank or amber illuminate green
(down and locked) (down and locked)
- Attempt to confirm if
landing gear is down
- Continue - Continue
to land to land
WARNING

If any indicators remain blank or


amber (undercarriage not locked down) then
the hydraulic pressure in EMER DOWN
is sufficient to keep undercarriage extended
when rotor speed is above 20% NR. Below
20% NR the landing gear not locked down may
collapse.

- Continue to land
- Land vertically on flat hard surface
- Do not taxi

- Consider evacuating aircraft, supporting


aircraft or landing on suitable soft
surface prior to shutting down rotor.

Note
When the undercarriage has been extended using the EMER
DOWN then subsequent retraction is not possible.

Procedure continues on next page

Rev. 22 Emerg-Malfunc Page 27


AW139-QRH

Procedure continues from previous page

Note
When the undercarriage has been extended using the EMERG
DOWN then, after landing, if taxiing is required the EMERG
DOWN pushbutton must be de-selected to permit the NOSE
WHEEL steering to be unlocked
Note
For OAT of -30°C and below the undercarriage extension time
may double.

Unmaintained copy – for information only


LDG GR
STC PRT
STATIC PORT OBSTRUCTION (LDG GR STC PRT)
If erratic readings from the airspeed indicator and altimeter occur, with the
STATIC source switch in NORMAL position, proceed as follows:
1. Storm window and vents — Closed.
2. COND/HEATER (if installed) — OFF.
3. STATIC source switch — Remove guard and select ALTERNATE.
4. Proceed with flight.
This procedure selects an alternate static source utilizing cabin air.

CAUTION
When utilizing the alternate static source, decrease the altimeter
reading by 200 ft.

Emerg-Malfunc Page 28 Rev. 20


AW139-QRH

ROTOR UNDER-SPEED (ROTOR XMSN)

ROTOR LOW + Audio Tone and


Voice Warning

Rotor RPM below limit

- Check NR on PFD

Tone and ROTOR LOW


Power ON: below 98% (AEO), or 90% (OEI)
Power OFF: below 95%
Unmaintained copy – for information only

If rotor speed low

- Lower collective to increase rotor speed RTR XMSN


CTRLS
- Refer to Engine Emergency and Malfunction drills if relevant

ROTOR-OVERSPEED (ROTOR XMSN)


+ Audio Tone and
ROTOR HIGH Voice Warning

Rotor RPM above limit

- Check NR on PFD

Tone and “ROTOR HIGH”


Power ON: above 104% (AEO and OEI)
Power OFF: above 110%

If rotor speed high

- Raise collective to decrease rotor speed

- Refer to engine Emergency and Malfunction drills if relevant

Rev. 21 Emerg-Malfunc Page 29


AW139-QRH

TRANSMISSION SYSTEM FAILURES (ROTOR XMSN)

MAIN GEARBOX OIL PRESSURE LOW

MGB OIL PRESS + Voice Warning

Oil pressure below limits


at one or both engine MGB
inputs and in MGB

Unmaintained copy – for information only


oil system. (less than 3.1 bar)

RTR XMSN - Check MGB oil pressure on MFD


CTRLS

If oil pressure
normal If oil pressure If oil pressure below
permanently above 1.2 bar, invalid
1.2 bar (possible and/or
- Land as soon single pump failure
See Note 1) 1-2 BRG TEMP
as practicable
caution illuminates
- Recommended
maximum TQ 70%
- Reduce speed to VY
- Monitor MGB oil
pressure on MFD
- Land as soon
as possible
- Land as soon
as practicable

Note 1
The most likely cause of oil pressure low but remaining above
1.2 bar permanently is a failure of one of the two MGB pumps.
Lubrication is provided by the remaining pump to allow contin-
ued flight.
Note
If MGB CHIP MAST or MGB CHIP SUMP cautions illuminate
when MGB OIL PRESS warning is illuminated the CHIP
BURNER must not be activated.
Note
• It is acceptable for the MGB OIL PRESS warning to
illuminate at GI providing the indicated pressure is above
2 BAR and, at FLT (100%NR), the warning is not illuminated.
• It is acceptable for the MGB OIL PRESS warning to
illuminate transiently when accelerating from GI to FLT
providing the warning is not illuminated at 100%NR.

Emerg-Malfunc Page 30 Rev. 22


AW139-QRH
MAIN GEARBOX OIL TEMPERATURE HIGH

MGB OIL TEMP + Voice Warning

MGB oil temperature above limit (greater than 109 °C)

- Check MGB oil temperature and pressure on MFD


Unmaintained copy – for information only

If oil temperature If oil temperature high or invalid


normal
RTR XMSN
- Continue flight - Reduce power (70% TQ max) CTRLS
monitoring oil as soon as operational
pressure and temperature conditions permit
- Achieve level flight between
90 KIAS and 140 KIAS.
Note
The higher speed is recommended, if
possible.

If oil temperature 150 °C If oil temperature


or below and MGB above 150 °C or invalid
oil pressure normal

- Land as soon - Land as soon


as practicable as possible

Note
The most probable cause of MGB oil temperature high is
a failure of the cooler fan, which is likely to be associated with
an abnormal noise from the upper deck.
Note
Once oil temperature exceeds 150 °C the indication changes
to ‘--’ .
Note
Oil pressure typically decreases as the oil temperature
increases.

Rev. 22 Emerg-Malfunc Page 30A


AW139-QRH

MAIN ROTOR CONTROLS BINDING

WARNING
If a binding occurs in the aircraft main rotor control circuit,
depending on the severity of the binding, greater forces
will be required to operate the controls. A reduction in the
available control ranges may result and, in this situation,
the low speed flight envelope may be restricted.

If the airspeed is more than 25 KIAS, the aircraft should be landed into

Unmaintained copy – for information only


the wind as soon as possible using a running landing procedure and a
touchdown speed of 25 KIAS.
If the airspeed is less than 25 KIAS, carry out a running landing at the
RTR XMSN
CTRLS
speed at which the binding occurs. If the aircraft is in a hover, land ver-
tically.

TAIL ROTOR SYSTEM FAILURES

YAW CONTROL DIAGNOSTICS

PEDAL POSSIBLE AIRCRAFT


CHARACTERISTICS CAUSE MOTION
Free But Ineffective TAIL ROTOR DRIVE Rapid yaw to the right
FAILURE
TAIL ROTOR CON- Direction of Yaw
TROL CIRCUIT depends on airspeed /
FAILURE torque
Disconnect between
pedals and tail rotor
servo
Partially Effective TAIL ROTOR CON- Direction of Yaw
(Perhaps effective in TROL CIRCUIT depends on airspeed /
one direction only or FAILURE torque
with considerable back- Disconnect between
lash) tail rotor servo output
and tail rotor or
mechanical discon-
nect of AFCS Yaw
Series Actuator
Seized TAIL ROTOR CON- Aircraft yaws right
(Excessive force TROL BINDING when raising collec-
required to move ped- tive. Aircraft yaws left
als) when lowering collec-
tive

Emerg-Malfunc Page 30B Rev. 22


AW139-QRH
TAIL ROTOR DRIVE FAILURE
The following cues will be present:
— Aircraft yaws rapidly to the right

— Loss of yaw control, pedals free but ineffective

— Possible noise and vibration from the aft fuselage area.


Severe yaw rates will result in large yaw angles within a very short period of
time and, depending on the flight conditions at the time of failure, it is possi-
ble that yaw angles in excess of 30° will be experienced.
Additionally, very high yaw rates will produce aircraft pitching and rolling
Unmaintained copy – for information only

making retention of control difficult without the use of large cyclic inputs,
which are structurally undesirable. Finally, very high yaw rates will produce
disorienting effects on the pilots. Therefore, it is vital that corrective action,
as outlined in the following procedures, be taken quickly to prevent post-fail-
RTR XMSN
ure yaw rates from reaching unacceptably high levels.
CTRLS
Failure Cues:
In Hover
— Lower collective to LAND IMMEDIATELY while maintaining attitude and
minimizing lateral translation with the cyclic control.

— Retard ENG MODE switch (or ECL’s) to OFF if time available.

In Forward Flight

— Lower collective immediately to minimize yaw right.

— Establish an airspeed/power/roll angle sufficient to reach a suitable


landing site.

— At landing site assess running landing capability.

— If a running landing cannot be carried out with a suitable power and


speed, shutdown engines.

— Carry Out Engine Off Landing.

Note
- Land into wind
- Raising or Lowering the collective while maintaining NR within
limits may be effective in helping control sideslip. (Increasing
collective, nose left).

Rev. 21 Emerg-Malfunc Page 30C


AW139-QRH

TAIL ROTOR CONTROL SYSTEM FAILURE


Failure Cues:
— Aircraft Yaws Left or Right
— Loss of Yaw Control, pedals free but ineffective or free and partially
effective.

In Low Hover
— Lower collective to LAND IMMEDIATELY while maintaining attitude
and minimizing lateral translation with the cyclic control.
If rapid yaw right develops

Unmaintained copy – for information only


— Retard ENG MODE switches (or ECL’s) to OFF if time available.
In Forward Flight / High Hover
RTR XMSN — Attempt to determine a combination of speed and power to mini-
CTRLS mize the yaw

— Carry out the following to diagnose the failure:


• Gently and progressively apply left pedal to assess whether the air-
craft responds in that direction. Pedal needs to be pushed until a
positive response is obtained (it may be necessary to reach full dis-
placement if no response is obtained)
• If aircraft does not respond to the left, consideration should be
given before assessing controllability to the right as this may
worsen the situation. Gently and progressively apply right pedal to
assess whether the aircraft responds in that direction. Pedal needs
to be pushed until a positive response is obtained (it may be neces-
sary to reach full displacement if no response is obtained).

If the aircraft does not respond OR If the aircraft does respond to both
responds to right pedal but not to pedal inputs but is slow to respond,
left pedal with noticeable backlash
Tail Rotor Pitch set to zero thrust Mechanical disconnect of the
- Set up a rate of descent to align AFCS yaw series actuators.
the aircraft nose to the flight The remaining tail rotor pitch avail-
path. able is such that an IGE hover
- Reduce speed approaching the could be possible.
touchdown point; a yaw to the However, depending upon the
right may start to develop. In weight, altitude and wind, a power
this case a low speed rotating on running landing may be carried
landing will be required. out.
- When the aircraft is rotating at
low level, retard ENG MODE
switched (or ECL’s) to OFF and
cushion the final touch down.
Note
Wind from the front Left quadrant of
the a/c may be beneficial.

Emerg-Malfunc Page 30D Rev. 21


AW139-QRH

TAIL ROTOR CONTROL BINDING


Failure Cues:
— Pedals seized or require excessive force (DO NOT ATTEMPT TO
APPLY MAXIMUM EFFORT)
— Aircraft yaws Left or Right in response to collective changes.
In Low Hover
— Lower collective to LAND IMMEDIATELY while maintaining attitude
and minimizing lateral translation with the cyclic control.
Note
- Do not retard ECLs unless a severe right yaw occurs. If tail
rotor control binds while hovering, landing can be
Unmaintained copy – for information only

accomplished with greater safety under controlled, powered


flight rather than by shutting down engines and entering
autorotation.
RTR XMSN
In Forward Flight / High Hover CTRLS
— Attempt to determine a combination of speed and power to mini-
mize the yaw.
If binding occurred in high If binding occurred in If binding occurred in
power climb or high hover high power cruise descent or low power
(High Tail Rotor Thrust) (Moderate Tail Rotor cruise. (Low Tail
Thrust) Rotor Thrust)
- Carry out a high power, - During approach - Set up a ROD to align
low speed approach, keep the nose to the aircraft nose to
keeping the nose to the the left. flight path.
left. - Carry out running
- Reduce speed
- Carry out a power-on landing at an air-approaching the
landing using a speed / speed of approxi- touchdown point; a
power combination mately 20 knots, yaw to the right may
which will keep the air- raising the collec-
start to develop. In
craft nose aligned. tive to straightenthis case a low
- On touch down, reduce the nose. speed yawing land-
collective and select - As aircraft touches ing will be required.
ENG MODE switches down, ENG MODE - When the aircraft is
(or ECLs) to OFF. switches (or yawing at low level,
ECLs) to OFF select ENG MODE
while slowly low- switches (or ECLs)
ering the collec- to OFF and cushion
tive. the touch down.
Note Note
Wind from the front Right Wind from the front Left
quadrant of the a/c will be quadrant of the a/c will
beneficial. be beneficial.

CAUTION
Premature reduction of airspeed to low values may result
in loss of directional control when increasing collective.

Rev. 21 Emerg-Malfunc Page 30E


AW139-QRH

Unmaintained copy – for information only


RTR XMSN
CTRLS

This Page Left Blank Intentionally

Emerg-Malfunc Page 30F Rev. 21


AW139-QRH

MALFUNCTION PROCEDURES
CAS CAUTION SYSTEM (CAUTION MSGS)
CAUTIONS WITH VOICE MESSAGES
— LANDING GEAR’ voice message, associated with
LANDING GEAR amber caution, is active when the radio altime-
ter height is less than 150 feet and undercarriage is retracted.
— ‘AUTOPILOT’ voice message, associated with any AP amber cau-
tion.

TABLE OF CAS CAUTION MESSAGES


Unmaintained copy – for information only

CAS Caption Page Failure/System State


1(2) ADS FAIL 46 Associated ADS failed
AFCS DEGRADED 41 AFCS functioning degraded
1(2) AHRS FAIL 47 Associated AHRS failed
1(2) AP FAIL 37 Associated autopilot failed CAUTION
1(2) AP OFF 38 Associated autopilot switched OFF MSGs
1(2) AP TEST ABORT 41 AFCS Test procedure aborted (only
active on ground)
ATT OFF 39 AFCS attitude mode OFF
1(2)-(8) AUDIO FAIL 52 Associated audio system failed
AUX BATT OFF 54 Auxiliary battery off line
AVIONIC FAULT 48 Avionic fault
AWG FAIL 47 Aural warning generator failed
BAG DOOR 85 Baggage door open
BATT OFF LINE 55 MAIN battery and/or AUX battery not con-
nected to ESS BUS
1(2) BRG TEMP 105 Associated ENG-MGB input bearing over
heating
BUS TIE OPEN 55 DC MAIN bus tie open
CABIN DOOR 85 Cabin door open
CHIP DET TEST 107 Drive system chip detect testing system
failed
CHIP DET UNIT 107 Drive system chip detect unit failed
CHIP MAST FAIL 107 Chip detector on main gearbox mast failed
CHIP SUMP FAIL 107 Chip detector on main gearbox sump
failed
COCKPIT DOOR 84 Cockpit door open
1(2) COLL FAIL 43 Collective Autopilot Failure
CVR FAIL 51 Cockpit voice recorder failed
DC BUS FAIL 56 DC bus failed
1(2) DC GEN 53 Associated generator failed
1(2) DC GEN HOT 53 Associated generator overheating

Rev. 2 Emerg-Malfunc Page 31


AW139-QRH

CAS Caption Page Failure/System State


1(2) DCU 65 Associated engine control functions
degraded
1(2)(3)(4) DU OVHT 46 Associated display unit overheating
1(2)(3)(4) DU DEGRADED 46 Associated display unit degraded
1(2) ECL FAIL 63 Associated engine control lever beep trim
failed
1(2) ECL POS 63 Associated engine control lever out of
flight position
1(2) EEC DATA 64 Associated engine data degraded

Unmaintained copy – for information only


EMER LDG PRESS 78 Emergency landing gear deployment
system pressure low
ENG ANALOG 68 Engine analogue monitoring systems
FAILURE failed
1(2) ENG CHIP 61 Associated engine chip detected

CAUTION 1(2) ENG LIM EXPIRE 60 Associated engine exceeded 2.5min OEI
rating
MSGs
1(2) ENG MODE SEL 63 Associated engine MODE switch failed
1(2) ENG OIL TEMP 60 Associated engine oil overtemp (> 140°C)
EXT PWR DOOR 85 External Power door open
1(2) FCU FAIL 74 Associated fuel contents gauging unit
failed
1(2) FCU TEST FAIL 76 Associated fuel contents gauging unit self
test failed (only active on ground)
FDR FAIL 50 Flight data recorder failed
1(2) FIRE DET 62 Associated fire detect system failed
1(2) FMS FAIL 51 Associated FMS failed
1(2) FMS/GPS MSCP 51 Miscompare between FMS and GPS posi-
tion data
FMS/GPS MSCP UNAVL 52 FMS/GPS position data checking function
not available
1(2) FUEL FILTER 66 Associated fuel filter impending bypass
1(2) FUEL HEATER 67 Fuel heater system failed
1(2) FUEL ICING 67 Associated fuel temperature less than 5°C
1(2) FUEL LOW 73 Associated fuel level less that 92kg
1(2) FUEL LOW FAIL 75 Associated fuel low sensor failed
1(2) FUEL PROBE 75 Associated fuel contents probe failed
1(2) FUEL PUMP 73 Associated fuel pump failed (< 0.6 bar)
1-2 FUEL PUMP 74 Double fuel pumps failure (< 0.6 bar)
FWD(AFT) COND FAIL 87 Crew(PAX) conditoner failure
1(2) GEN OVLD 54 Associated DC Generator Overload
(EPIC Phase 5, or later)
GPS FAIL 51 GPS failed

Emerg-Malfunc Page 32 Rev. 20


AW139-QRH

CAS Caption Page Failure/System State


HEATER FAIL 87 Heater system failed
1(2) HOT START 65 Associated engine ITT limits exceeded on
engine starting
1(2) HYD MIN 79 Associated hydraulic system fluid level low
1(2) HYD OIL PRESS 77 Associated hydraulic system pressure low
(less than 163 bar)
1(2) HYD OIL TEMP 78 Associated hydraulic system overtemp
(greater than 134°C)
1(2)(4) HYD PUMP 79 Associated hydraulic pump failed
Unmaintained copy – for information only

HYD UTIL PRESS 77 Utility hydraulic pressure low


IGB CHIP 106 Intermediate gearbox chip detected
IGB CHIP FAIL 107 Chip detector on intermediate gearbox failed
IGB OIL LOW 106 Intermediate gearbox oil level low (only
active on ground)
IGB OIL TEMP 106 Intermediate gearbox oil overtemp (greater CAUTION
than 109°C) MSGs
1(2) ITT LIMITER 66 Associated ITT limiter not functioning
1(2) ITT MISCOMPARE 68 Discrepancy between EEC and analog
value of ITT
LANDING GEAR 81 Landing gear retracted and aircraft below
150 ft AGL
MAIN BATT OFF 54 Main battery off line
1(2) MAU OVHT 48 Associated MAU overtemp
1(2) MCDU OVHT 50 Associated MCDU overtemp
MGB CHIP MAST 104 Main gearbox mast chip detected
MGB CHIP SUMP 104 Main gearbox sump chip detected
MGB OIL FILTER 104 Main gearbox oil filter in bypass
MGB OIL LOW 104 Main gearbox oil level low (only active on
ground)
1(2) MGB OIL PRESS 105 Associated MGB engine input oil pressure
low (less than 3.1 bar)
MISTRIM 40 Linear actuators not re-centered by trim
1(2) MRC OVHT 52 Modular Radio/NAV unit overheat
1(2) NF MISCOMPARE 68 Discrepancy between EEC and analogue
value of NF
1(2) NG MISCOMPARE 68 Discrepancy between EEC and analog
value of NG
NOSE WHL UNLK 80 Nose wheel unlocked
NR MISCOMPARE 68 Discrepancy between EEC and analogue
value of NR
1(2) OVSPD 64 Associated engine NF overspeed triggered
1(2) OVSPD DET 66 Associated engine overspeed detection
system failed

Rev. 20 Emerg-Malfunc Page 33


AW139-QRH

CAS Caption Page Failure/System State


PARK BRK ON 81 Park brake on
PARK BRK PRESS 81 Park brake system low pressure
1(2) PITOT FAIL 83 Associated pitot heating failed
1(2) PITOT HEAT OFF 83 Associated pitot heating system switched
off and OAT less than 4°C
1(2) P(R)(Y) AP FAIL 39 Associated AP Pitch, Roll or Yaw axis
failed
1(2) P(R)(Y) AP OFF 39 Associated AP Pitch, Roll or Yaw axis OFF
P(R)(Y) TRIM 1(2) FAIL 40 Pitch, Roll or Yaw trim system failure

Unmaintained copy – for information only


ROTOR BRK FAIL 86 Rotor brake system in failure a failure con-
dition
RPM SELECT 103 RPM selector switch failed
1(2) SAS DEGRADED 41 Associated SAS system degraded
1(2) SERVO 80 Associated hydraulic servo actuator in
CAUTION bypass
MSGs SYS CONFIG FAIL 50 Software or hardware system configura-
tion error (only active on ground)
TGB CHIP 106 Tail gearbox chip detected
TGB CHIP FAIL 107 Tail gearbox chip detect system failed
TGB OIL LOW 106 Tail gearbox oil low (only active on ground)
TGB OIL TEMP 107 Tail gearbox oil overtemp (> 109°C)
1(2) TQ LIMITER 65 Associated engine torque limiter failed
1(2) TQ MISCOMPARE 68 Discrepancy between EEC and analogue
value of TQ
1(2) TRIM FAIL 40 Trim system failed
VALIDATE CONFIG 50 Software or hardware configuration needs
validation.
VENT FAIL 86 Cockpit ventilation fan failed or nose
avionic fans failure
VNE MISCOMPARE 85 Miscompare between ADS 1 and 2 value
of VNE
1(2) VHF COM OVHT 52 Associated VHF radio overheat
1(2) WOW FAIL 84 Associated Weight On Wheels (WOW)
switch failed
XMSN OVTQ 103 Main gearbox overtorque

Emerg-Malfunc Page 34 Rev. 20


AW139-QRH

TABLE OF PFD AND MFD MESSAGES

Message Page Failure/System State


RED Messages
‘ATT FAIL’ 89 Failure of attitude information (on asso-
ciated side)
‘1(2)CASMSCP’ on 91 MAU 1 (MAU 2) CAS WARNING mes-
PFD sage list discrepancy
‘HDG FAIL’ 89 Failure of heading information (on
associated side)
‘RAD’ on display 99 Double RAD ALT failure
Unmaintained copy – for information only

‘VEL FAIL’ on com- 100 Double AHRS groundspeed failure


pas display

AMBER Messages
‘(1)(2)(3)(4) DU’ on 95 Display unit graphics symbology mal-
attitude indicator function CAUTION
MSGs
‘2.5m’ on side of PI 96 Associated side engine in 2.5 minute
and between NG and rating, message will flash 10”sec before
ITT indications 2.5min limit expires.
‘ADS1(2)’ on attitude 90 Pilot and Copilot ADS information from
indicator the same source. (1-Copilot side 2-Pilot
side)
‘AHRS1(2)’ on atti- 89 Pilot and Copilot attitude information
tude indicator from the same source. (1-Copilot side
2-Pilot side)
‘ALT’ on altitude dis- 97 Miscompare between ADS 1 & 2 for
play tape altitude information (±150 ft)
‘ATT’ on attitude 97 Miscompare between AHRS 1 & 2 for
indicator Pitch and Roll information (±5° in pitch
and ±6° in roll)
‘1(2)CASMSCP’ on 91 MAU 1 (MAU 2) CAS CAUTION mes-
PFD sage list discrepancy.
DG1(2) 89 Pilot and Copilot heading information
from the same source. (1-Copilot side
2-Pilot side) and selection of AHRS
1(2)
‘FD FAIL’ on PFD 98 Dual Flight Director failure
‘HDG’ on attitude 97 Miscompare between AHRS 1 & 2 for
indicator Heading information (±10° heading)
‘HTML’ on attitude 101 Aircraft passed Safety Height and/or
indicator Ultimate Fly Up Limit
(EPIC Software Phase 5, or later)
‘IAS’ on airspeed 97 Miscompare between ADS 1 & 2 air-
tape speed information.(±20 kts)
‘LOC’ on HSI 97 Miscompare between LOC Lateral and/
or Vertical deviation

Rev. 10 Emerg-Malfunc Page 35


AW139-QRH

Message Page Failure/System State


MAG 1(2) 89 Pilot and Copilot heading information
from the same source. (1-Copilot side
2-Pilot side) and selection of AHRS
1(2)
1(2) MAU 92 Associated MAU degraded
‘MIN’ on attitude indi- 96 Altitude equal or less than decision
cator height (DH)
‘LOC/GS’ on PFD 97 Miscompare between navigation LOC/
GS information from MAU 1and 2.
‘OAT ##°C’ amber on 101 Miscompare between the two OAT

Unmaintained copy – for information only


PFD probes is 6°C or greater
(EPIC Software Phase 5, or later)
‘PITCH’ on attitude 97 Miscompare between AHRS 1 & 2 for
indicator Pitch information (±5° in pitch)
RAD 1(2) on RAD 98 RAD ALT failure, on double RAD ALT
CAUTION ALT display system, reconfiguration to functioning
system
MSGs
RAD on RAD ALT 99 Miscompare between MAU 1 & 2 Radio
display Altimeter altitude information
(10 ft+0.0625x(rad alt 1+ rad alt 2)
‘ROLL’ on attitude 97 Miscompare between AHRS 1 & 2 for
indicator Roll information ( ±6° in roll)
‘VEL’ on compass 100 Miscompare between AHRS 1 & 2 GS
display data when groundspeed below 20 kts
(EPIC Software Phase 5, or later)
‘VTA’ on attitude 100 During VGP approach when RAD ALT
indicator height between MAP and MAP+100 ft

Emerg-Malfunc Page 36 Rev. 13


AW139-QRH

AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)


AUTOPILOT FAIL
1(2) AP FAIL + Aural Message
+
AFCS DEGRADED

Associated autopilot failure

If during SAR mission If during Non SAR mission


Unmaintained copy – for information only

- Continue flight attentive


- Continue flight with reducing speed
FD modes coupled as to 140 KIAS, level flight,
required or 100 KIAS and
- Fly attentive 1000 fpm in climb.
reducing speed - Decouple FD unless
to 140 KIAS, level flight, in approach,
or 100 KIAS and missed approach,
1000 fpm in climb. approach and departure
to/from hover and hover
- Below 500 ft (152 m) AGL AFCS
fly manually
(except in approach,
missed approach,
approach and departure
to/from hover and hover)

- If subsequent 1-2 AP FAIL + Aural Message


caution illuminates

- Continue flight manually


not exceeding 140 KIAS
(100 KIAS in turbulence,
IMC or approach)

Emerg-Malfunc Page 37
AW139-QRH

AUTOPILOT OFF
1(2) AP OFF + Aural Message
+
AFCS DEGRADED

Associate AP not switched on

On affected AP
- Confirm selected ON.

If fault remains

Unmaintained copy – for information only


During SAR Mission During non SAR mission

- Continue flight attentive


- Continue flight with reducing speed
FD modes coupled as to 140 KIAS, level flight,
required or 100 KIAS and
- Fly attentive 1000fpm in climb.
AFCS reducing speed - Decouple FD unless
to 140 KIAS, level flight, in approach,
or 100 KIAS and missed approach,
1000 fpm in climb. approach and departure
to/from hover and hover
- Below 500 ft (152 m) AGL
fly manually
(except in approach,
missed approach,
approach and departure
to/from hover and hover)

- If subsequent 1-2 AP OFF + Aural Message


caution illuminates

- Continue flight manually


not exceeding 140 KIAS
(100 KIAS in turbulence,
IMC or approach)

Emerg-Malfunc Page 38
AW139-QRH

AUTOPILOT AXIS OFF

1(2) P(R)(Y) AP OFF + Aural Message

Pitch (Roll) (Yaw) axis of AP1(2) not engaged

On affected AP
- Disengage and re-engage AP

If fault remains
- Continue flight attentive
- If PITCH axis failed reduce speed
to 140 KIAS, level flight,
Unmaintained copy – for information only

or 100 KIAS and 1000 fpm in climb


- Below 500 ft (152 m) AGL fly manually

AUTOPILOT AXIS DISENGAGE


1(2) P(R)(Y) AP FAIL + Aural Message

Pitch (Roll)(Yaw) axis of AP1(2)


uncommanded disengagement
AFCS
- Continue flight attentive
- If PITCH axis failed reduce speed
to 140 KIAS, level
flight, or 100 KIAS and 1000fpm in climb
- Below 500 ft (152 m) AGL fly manually

ATTITUDE SYSTEM OFF


ATT OFF
+
SAS message displayed on both PFD’s

Attitude hold system If associated with cyclic freedom


not engaged motion in longitudinal and/or lateral
direction with loss of function of FTR
switch and cyclic beep trim
- Engage ATT on
autopilot controller Cyclic force trim failure
Collective FD modes automatically
change to uncoupled (with chime)
Cyclic FD modes do not function,
cyclic steering bars remain centred

- Fly manually
Note
With ATT system not engaged the aircraft flies in SAS mode
only (SAS message on PFD).

Rev. 4 Emerg-Malfunc Page 39


AW139-QRH

AFCS TRIM FAILURE


1(2) TRIM FAIL

Trim system failure on all axes while AP 1(2) has priority

- Disengage and re-engage affected AP

If 2(1) TRIM FAIL or


If fault clears
1-2 TRIM FAIL appears
- Continue Flight

Unmaintained copy – for information only


- Continue flight
being aware that trim is unavailable

If MISTRIM caution appears


manually trim controls

PITCH, ROLL, YAW TRIM FAIL

1(2) P(R)(Y) TRIM FAIL


AFCS
Failure of Pitch (Roll) (Yaw) trim while AP1(2) has priority

- Disengage and re-engage affected AP

If fault clears If 2(1) P(R)(Y) TRIM FAIL


or 1-2 P(R)(Y) TRIM FAIL
- Continue Flight appears

- Continue flight, being aware


that P(R)(Y) trim is unavailable

If MISTRIM caution appears


manually trim controls

MISTRIM

MISTRIM

Linear actuators(s) not centered

- Continue flight using FTR button


to obtain desired flight condition,
and centre linear actuators,
being attentive to autopilot functioning.

Emerg-Malfunc Page 40
AW139-QRH

AFCS DEGRADED

AFCS DEGRADED

AFCS functions degraded

- Continue flight attentive reducing speed to 140 KIAS, level


flight, or 100 KIAS and 1000fpm in climb
- Below 500 ft (152 m) AGL fly manually

SAS DEGRADED
Unmaintained copy – for information only

1(2) SAS DEGRADED

Associated SAS degraded operation

- Continue flight attentive. Expect reduced cyclic sensitivity

AP TEST ABORT

1(2) AP TEST ABORT


AFCS
AP TEST aborted by pilot action or
aircraft lifted off before test completion

- To clear caution re-engage AP TEST with aircraft on


ground and wait for test to complete

CYCLIC FORCE TRIM OFF OR FAIL


Cyclic force trim switched OFF (FORCE TRIM switch on MISC control
panel) or cyclic force trim failure causes a disconnect of the longitudinal and/
or lateral clutches and is indicated by the cyclic being free to move in pitch
and/or roll axis with loss of functioning of the cyclic trim release (FTR switch)
and cyclic beep trim system. The ATT OFF caution (SAS message on
PFD) may also illuminate.
The cyclic must be used hands-on to prevent it moving from its selected
position.

CYCLIC FORCE TRIM RELEASE FAILURE


Cyclic force trim release failure, due to a fault which removes electric power
to the clutches of the longitudinal and lateral trim will result in cyclic
longitudinal and lateral clutches becoming permanently engaged. This will
require the pilot to fly the aircraft against the cyclic force spring feel to
manoeuvre the aircraft, or use the cyclic beep trim, as cyclic FTR button
does not function.
In this case it is suggested that a FD mode (ie IAS) is engaged and the
cyclic beep trim used to maintain the required flight condition. Coupled SAR
mode operations are not affected.

Emerg-Malfunc Page 41
AW139-QRH

COLLECTIVE FORCE TRIM OFF OR FAIL


Collective force trim switched OFF (CLTV/YAW switch on MISC control
panel) or collective force trim failure causes a disconnect of the collective
clutch and is indicated by the collective being free to move with loss of func-
tioning of the collective trim release (FTR switch).
The collective must be used hands-on to prevent it moving from its selected
position or the collective manual friction could be applied as required.
When a FD mode is engaged, and coupled, and the collective trim is
switched OFF (MISC control panel) or fails, a chime sound is generated, ,
the collective may not maintain its selected position, the CLTV annuciation
will illuminate on the top left of the ADI display, and the CLTV/YAW OFF
green advisory will illuminate on the CAS. Collective modes are available

Unmaintained copy – for information only


uncoupled only.

COLLECTIVE FORCE TRIM RELEASE FAILURE


Collective force trim release failure, due to a fault which removes electric
power to the clutch of the collective trim, will result in the collective clutch
becoming permanently engaged. This will require the pilot to fly the aircraft
against the collective force spring feel to manoeuvre the aircraft, as the
collective FTR button does not function.
AFCS In this case when large collective movements are not required, it is
suggested that a FD mode (ie ALT) is engaged and the collective beep trim
used to maintain the required flight condition. Coupled SAR mode
operations are unaffected.

AFCS QUICK DISCONNECT PROCEDURE


For situations where faults are suspected in the AFCS, but with no CAS cau-
tions illuminated, and the AP functions need to be disengaged, all AP/AFCS
functions can be disconnected by pressing the SAS REL button on the cyclic
grip.

GUIDANCE CONTROL PANEL FAILURE


In case of Guidance Control Panel failure, recognised as non functionality of
panel pushbuttons (modes cannot be changed or disengaged using panel),
the FD may be disengaged using the cyclic FD STBY button.
Continue flight, using the FD modes already engaged as required. How-
ever, use the cyclic FD STBY button to disengage modes when required.
When disengaged FD is no longer available.

Emerg-Malfunc Page 42
AW139-QRH

SINGLE COLLECTIVE AUTOPILOT FAILURE


+ Aural Message
1(2) COLL FAIL + Collective FD mode
annuciator amber
(if a coupled collective
mode active)

Collective axis of AP1(2) failed,


collective reverts to uncoupled

- Manually control collective


Unmaintained copy – for information only

- Deselect and reselect associated 1(2)


AP pushbutton on Autopilot Controller

If fault clears If 2(1) COLL FAIL appears

- Continue flight Collective modes


Loss of redundancy available uncoupled only
of collective modes Collective Safety Fly Up
Function not available AFCS

- Continue flight

DUAL COLLECTIVE AUTOPILOT FAILURE

1-2 COLL FAIL + Aural Message


+ Collective FD mode
annuciator amber
(if a coupled collective
mode active)

Collective axis failure of both AP1 and AP2

- Manually control collective

Collective modes
available uncoupled only.
Collective Safety Fly Up Function
not available

- Continue flight

Emerg-Malfunc Page 43
AW139-QRH

MAU FAILURE WITH FD ENGAGED


For on-side MAU failure on the selected PFD the FD modes ALT, VS
and IAS will disengage, (with a chime for an MAU 1 failure but not for an
MAU 2 failure). Follow procedure below for FD action and refer to
page 48 for complete MAU failure procedure.

PFD message combined with CAS Cautions


1(2) MAU and disengagement of FD modes
+ ALT, ALTA, IAS, VS + Audio Chime (MAU 1 failure o
1(2) ADS FAIL and loss of:
+

Unmaintained copy – for information only


1(2) AP FAIL • Airspeed
• Altitude
• Vertical Speed
Data on Left (Right) PFD indicators

Multiple CAS cautions illuminate, but those


which affect FD functioning are:
1(2) AP FAIL page 37
1(2) ADS FAIL page 46
AFCS DEGRADED page 41
AFCS

- Continue flight attentive


- On RCP move ADS switch to non failed ADS
- Reduce speed to 140 KIAS, level flight,
or 100 KIAS and 1000 fpm in climb
- Below 500 ft (152 m) AGL fly manually

ADS1(2) illuminates on both attitude


indicator to highlight PFD’s
are using the same air
data source

- Re-engage FD modes as required

- Compare frequently PFD data


with STANDBY indicator.

CAUTION
In case of MAU 1(2) failure, do
not use electrical and hydraulic
synoptic page information.

Emerg-Malfunc Page 44 Rev. 16


AW139-QRH

AVIONIC SYSTEMS (AVIONIC)


PRIMARY OR/AND MULTIFUNCTIONAL FLIGHT DISPLAY UNIT FAILURE
Loss of either PFD or MFD will automatically configure remaining display
to Composite mode. FD, if engaged and selected PFD fails, remains
engaged on the same reference as PFD

- Confirm no chime sound and FD mode green


captions are present in Composite mode,
if FD engaged
- Continue flight using composite mode

- If failed screen becomes intermittent it can be powered down by


Unmaintained copy – for information only

switching associated RCP switch to functioning display.


Note
If failed screen returns valid, it can be restored by switching
associated RCP switch to functioning display and back to
NORM.
Note
MFD menu bar not functional if PFD in composite mode and
MFD returns valid.
If subsequent loss of display in Composite mode
FD, if engaged, disengages with chime

AVIONIC
- If Copilot displays failed - If Pilot displays failed
and Left pilot flying and Right pilot flying

- Right pilot take


control of aircraft - If during SAR mission - If single pilot
- FD can be re-engaged
(on right pilot side) - Left Pilot take - Revert to Standby
Note control of aircraft instrument
When using Standby instru-
ment the correct Vne must be
determined from the Vne FD can be re-engaged - Land as soon as
placard. (on left pilot side) practicable

Reversion Control Panel

ICN-39-A-153000-A-00003-00396-A-01-1

Emerg-Malfunc Page 45
AW139-QRH

DISPLAY UNIT OVERHEATING


1(2)(3)(4) DU OVHT

Associated display overheat


Expect format to be distorted or disappear

- Increase cockpit ventilation if possible

If DU fails, the remaining associated display


automatically reverts to Composite mode

Unmaintained copy – for information only


DISPLAY UNIT DEGRADED
1(2)(3)(4) DU DEGRADED
+
Possible 1(2)(3)(4) DU on associated display unit

On associated display unit possible misleading/loss graphics data.

On Ground In flight

- Shut down aircraft for - Revert unaffected DU to Composite


maintenance action Mode by switching associated RCP
AVIONIC switch to functioning DU

ADS FAILURE
1(2) ADS FAIL
+
Disengagement of some FD modes
(ALT, ALTA, IAS, VS) + Audio Chime
(if FD engaged and on side ADS failure
on selected PFD)
and loss of:
• Airspeed
• Altitude
• Vertical Speed
Data on Left (Right) PFD indicators

Associated ADS system failure

- On RCP move ADS switch to non failed ADS

ADS1(2) illuminates on both attitude indicators to


highlight PFD’s are using the same
data source

- Re-engage FD modes as required

- Compare frequently PFD IAS data


with STANDBY indicator.

Emerg-Malfunc Page 46 Rev. 2


AW139-QRH

AHRS FAILURE
1(2) AHRS FAIL
AVIONIC FAULT AFCS DEGRADED
1(2) AP FAIL + Aural message

+ ATT HDG and loss of attitude, heading and


FAIL FAIL slip skid data on Left (Right) PFD

Associated AHRS failure (and subsequent 1(2) AP failure)

If FD not engaged
Unmaintained copy – for information only

If FD remain engaged If FD modes HDG, NAV, APP,


BC, HOV, SAR disengage
On-side AHRS failure on + Audio Chime and loss of Nav
non selected PFD and approach command bars

- Uncouple FD unless in On-side AHRS failure on


approach, missed approach, selected PFD
approach and departure to/from
hover, hover and SAR mission - On RCP move AHRS
switch to non failed AHRS

- On RCP move AHRS switch


to non failed AHRS AHRS 2(1) AVIONIC
illuminates on attitude
indicator to highlight
AHRS 2(1) both attitude indicators
are using the same
illuminates on attitude AHRS data
indicator to highlight
both attitude indicators - FD may be re-engaged if in
are using the same approach, missed approach,
AHRS data approach and departure
to/ from hover and hover
and SAR mission

- Continue Flight

- Compare frequently PFD attitude and


heading with STANDBY

AURAL WARNING SYSTEM FAILURE

AWG FAIL

Aural warning system failure. Loss of aural warning

- Continue flight monitoring CAS system


as aural warning does not function

Rev. 2 Emerg-Malfunc Page 47


AW139-QRH

AVIONIC FAULT
AVIONIC FAULT

Loss of redundancy in avionic system

On ground In flight

- Shut down aircraft for - Land as soon as practicable


maintenance action being aware avionic system
has lost redundancy

Unmaintained copy – for information only


MODULAR AVIONICS UNIT OVERHEAT/FAIL

1(2) MAU OVHT

Associated MAU overheat

If MAU fails be aware of the following:


(For MAU failure with FD engaged see also page 44 )

If 1(2) MAU message displayed on PFD combined with multiple CAS


cautions being generated then MAU1(2) has failed, carry
out the following essential actions before
AVIONIC continuing to the list of cautions:

- Continue flight attentive


- On RCP move ADS switch to non failed ADS
- Reduce speed to 140 KIAS, level flight,
or 100 KIAS and 1000 fpm in climb
- Below 500 ft (152 m) AGL fly manually
- Compare frequently PFD data
with STANDBY indicator.

If MAU 1 fails:
1 MAU message displayed on PFD
CAS Messages displayed
AVIONIC FAULT page 48
1 AP FAIL page 37
AFCS DEGRADED page 41
1 ADS FAIL page 46
1 FMS FAIL page 51
1 PITOT FAIL (if 1 PITOT HEATER switch OFF) page 83
FDR FAIL page 50

Procedure continues on next page

Emerg-Malfunc Page 48 Rev. 2


AW139-QRH

MODULAR AVIONICS UNIT OVERHEAT/FAIL (CONT)


Secondary engine parameters not valid (amber dashed):
MGB OIL TEMP, MGB OIL PRESS
1 HYD OIL TEMP, 1 HYD OIL PRESS
1 ENG OIL TEMP, 1 ENG OIL PRESS
1 FUEL PUMP, MAIN BUS 2 VOLT
ESS BUS 1 VOLT, DC GEN 1 AMP,
NON ESS BUS 1, AUX BATTERY AMP
Loss of redundancy in backup engine parameters N°1 engine
Loss of redundancy in monitor warning functions N°1
Loss of redundancy of MCDU 1 Primary Radio Control
CAS Cautions NOT Available CAS Advisories NOT Available
1 ENG OIL TEMP LANDING LT ON
EMERG LDG PRESS EXT PWR READY
Unmaintained copy – for information only

MAIN BATT OFF FWD VENT


EXT PWR DOOR
1 PITOT HEAT OFF
1 WOW FAIL
1 MCDU OVHT CAUTION
1 MAU OVHT In case of MAU 1 failure, do not
1 ECL FAIL
1 ECL POS use electrical and hydraulic syn-
1 FUEL HEATER optic page information.
1 FUEL ICING

If MAU 2 fails
2 MAU message displayed on PFD

CAS Messages AVIONIC FAULT page 48


AVIONIC
displayed: 2 AP FAIL page 37
AFCS DEGRADED page 41
2 ADS FAIL page 46
2 FMS FAIL page 51
AWG FAIL page 47
GPS FAIL page 51
2 PITOT FAIL (if 2 PITOT HEATER switch OFF) page 83
Secondary engine parameters not valid (amber dashed):
IGB OIL TEMP, TGB OIL TEMP
2 HYD OIL TEMP, 2 HYD OIL PRESS
2 ENG OIL TEMP, 2 ENG OIL PRESS
2 FUEL PUMP, MAIN BUS 1 VOLT
ESS BUS 2 VOLT, DC GEN 2 AMP,
NON ESS BUS 2, MAIN BATTERY AMP
Loss of redundancy in backup engine parameters N°2 engine
Loss of redundancy in monitor warning functions N°2
Loss of redundancy of MCDU 2 Primary Radio Control
CAS Cautions NOT Available CAS Advisories NOT Available
2 ENG OIL TEMP LDG EMER DOWN
TGB OIL TEMP EXT PWR ON
IGB OIL TEMP PARK BRK ON
SEARCH LT ON
AUX BATT OFF
2 PITOT HEAT OFF
2 WOW FAIL
2 MCDU OVHT CAUTION
2 MAU OVHT
2 ECL FAIL
In case of MAU 2 failure, do not
2 ECL POS use electrical and hydraulic syn-
2 FUEL HEATER optic page information.
2 FUEL ICING

Rev. 2 Emerg-Malfunc Page 49


AW139-QRH

MULTIFUNCTION CONTROL DISPLAY UNIT OVERHEATING

1(2) MCDU OVHT

Associated MCDU overheat

Expect keyboard non functioning and/or


display to be distorted or disappear

- Increase cockpit ventilation if possible

If MCDU fails

Unmaintained copy – for information only


- Use radio tuning function with CCD on PFD

SYSTEM CONFIGURATION FAILURE

SYS CONFIG FAIL

Hardware or sofware configuration problem (displayed on ground only)

- Maintenance action

VALIDATE CONFIGURATION
AVIONIC
VALIDATE CONFIG

Hardware or software changed, configuratiion validation operation


required (displayed on ground only)

- Select SYSTEM on MFD, from drop down menu select


SYS CONFIG to display system configuration pages.
To validate configuration press ENTER on CCD.

If caution remains

- Maintenance Action

FLIGHT DATA RECORDER FAILURE

FDR FAIL
Flight Data Recorder failed

On ground In flight

- Refer to minimum - Continue flight


equipment list

Emerg-Malfunc Page 50 Rev. 2


AW139-QRH

COCKPIT VOICE RECORDER FAILURE


CVR FAIL

Cockpit Flight Recorder failed

On ground In flight

- Refer to minimum - Continue flight


equipment list

FLIGHT MANAGEMENT SYSTEM FAILURE


Unmaintained copy – for information only

1(2) FMS FAIL

Failure of flight management


system. FMS navigation
not available

- Continue flight
- Check that the FMS is providing
the required navigation accuracy.
Whenever required revert to other
navigational sources

AVIONIC
GPS FAILURE
Single GPS system Double GPS system
GPS FAIL or 1-2 GPS FAIL HOV, MOT, TDH, TU and WTR
modes, if engaged, disengage
(with chime) after 30 seconds
GPS total system failure

FMS navigation loss of redundancy. Note


Groundspeed references not available PRAIM is not available
following GPS FAIL
- Continue flight (single system) or GPS
HOV, MOT, TDH, TU and WTR 2 FAIL (double system)
modes not available

FMS/GPS MISCOMPARE
1(2) FMS/GPS MSCP

Miscompare between FMS


and GPS position data.

- Continue flight
- Be aware of possible inaccuracy
in either FMS or GPS position data.
Whenever required revert to other
navigational sources

Emerg-Malfunc Page 51
AW139-QRH

FMS/GPS MISCOMPARE UNAVAILABLE

FMS/GPS MSCP UNAVL

FMS/GPS miscompare function


not available due to FMS or GPS
data invalid

- Continue flight
- Be aware position accuracy checking
not available.
Whenever required revert to other

Unmaintained copy – for information only


navigational sources

COMMUNICATION SYSTEM (AVIONIC)


VHF OVERHEAT
1(2) VHF COM OVHT

Associated radio transmitter overheat

On affected radio
- Minimise operation if possible
AVIONIC
AUDIO PANEL FAILURE
1(2)(3)(4)(5)(6)(7)(8) AUDIO FAIL

Associated audio panel system failed

- Revert to back up ICS on audio panel to communicate


with crew and transmit on failed side VHF only.

CAUTION

When Audio Panel 1/2 has been reverted to back-up mode audio
tones and voice warnings cannot be heard by on side crew.
Note
Audio panel identification:1-Copilot, 2-Pilot, 3-Hoist Operator, 4-Cabin Operator
(if installed), 5-2nd Cabin Operator (if installed), 6-3rd Cabin Operator (if installed)
7-8 Reserved .

MRC OVERHEAT
1(2) MRC OVHT

Associated Radio/Nav modular system overheat

- Continue flight
being aware that Radio
or Nav system may malfunction.

Emerg-Malfunc Page 52
AW139-QRH

ELECTRICAL (ELEC)
SINGLE DC GENERATOR FAILURE

1(2) DC GEN

Associated DC generator failure

- If BUS TIE OPEN On failed generator


caution illuminated - OFF then ON
1(2) GEN load
If caution remains
Unmaintained copy – for information only

less than 3%
- Switch OFF associated
generator.
- Reset BUS TIE and set ON
- Continue flight
or increase electrical load power is supplied by
on associated MAIN BUS remaining generator.
NON ESS BUS 1 & 2 lost
- Continue flight (See Note below)
- Monitor GEN load on
MFD. Reduce electrical
load if limit exceeded

DC GENERATOR OVERHEAT

1(2) DC GEN HOT

Associated DC generator overheat


ELEC

On affected DC generator
- Switch OFF generator
- Continue flight
Power is supplied by remaining generator.
NON ESS BUS 1 & 2 lost (See Note below)

NOTE
Services lost for DC NON ESS BUS 1 & 2 failure.

DC NON ESS BUS 1 DC NON ESS BUS 2


CABIN VENT ECS (CABIN)
COCKPIT VENT (CPLT) EXT/SPKR POWER
CPLT W/WIPE
ECS (COCKPIT)
FUEL DRAIN VALVE
STEP LIGHT

Emerg-Malfunc Page 53
AW139-QRH

DC GENERATOR OVERLOAD
(EPIC Phase 5 or later)

1(2) GEN OVLD

Associated 1(2) DC generator in overload condition


(in red band for more than 45 seconds)

- Reduce electrical load on associated generator


to within green range

Unmaintained copy – for information only


- Continue flight

MAIN BATTERY OFF

MAIN BATT OFF


Failure of MAIN battery to MAIN BUS 1

- Confirm BATTERY MAIN switch ON

- Continue flight being aware


MAIN BATTERY not being charged
by MAIN BUS 1

Note
ELEC When external power is connected the batteries are
automatically disconnected and the MAIN BATT OFF and AUX
BATT OFF cautions illuminate.

AUXILIARY BATTERY OFF

AUX BATT OFF

Failure of AUX battery to MAIN BUS 2

- Confirm BATTERY AUX switch ON

- Continue flight being aware


AUX BATTERY not being charged
by MAIN BUS 2

Note
When external power is connected the batteries are
automatically disconnected and the MAIN BATT OFF and AUX
BATT OFF cautions illuminate.

Emerg-Malfunc Page 54 Rev. 21


AW139-QRH

LOSS OF MAIN AND/OR AUXILIARY BATTERY SUPPLY

BATT OFF LINE

Failure of MAIN and/or AUX battery connection to ESS BUS

- Confirm BATTERY MASTER switch ON

- Continue flight being aware MAIN and/or AUX battery


not connected to ESS BUS
Unmaintained copy – for information only

BUS TIE OPEN

BUS TIE OPEN

BUS TIE has been requested to close (either


manually by pilot selecting BUS TIE switch
to ON, or automatically due to a DC GEN
failure) but BUS TIE remains OPEN

- Reset BUS TIE and set to ON


ELEC
If caution remains connection of the
MAIN BUS 1 and 2 not functioning.

- Continue flight

CAUTION
A subsequent DC Generator failure will cause loss of associated
MAIN BUS as the BUS TIE will remain open.

Rev. 2 Emerg-Malfunc Page 55


AW139-QRH

DC MAIN BUS FAILURE

DC BUS FAIL

DC MAIN BUS 1 and/or 2 fault detected

If no generator cautions If + 1(2) DC GEN caution illuminated

- BUS TIE switch reset - DO NOT reset BUS TIE


then AUTO

Unmaintained copy – for information only


If caution remains If 1 GEN fail If 2 GEN fail
- Continue flight,
be aware of services MAIN BUS 1 lost, MAIN BUS 2 lost
not available
(See page 57 for MAIN BATT OFF AUX BATT OFF
services lost when caution illuminated caution illuminated
BUS not available)

- Continue flight
be aware of services
not available.
NON ESS BUS 1 & 2 lost
(See next page for services lost
when BUS not available)

ELEC

Emerg-Malfunc Page 56
AW139-QRH

NOTE

Services lost: Services lost:


DC MAIN BUS 1 DC MAIN BUS 2
ADM 1 AUTO TRIM
ANTI-COLL LIGHT BAGGAGE COMPT LIGHT
CARGO HOOK RELEASE CABIN LIGHT
CLOCK CPLT COCKPIT/CABIN HEATER
COCKPIT CPLT LIGHT COCKPIT VENT (PLT)
CPLT ICS CPLT MFD
(CPLT ICS in back up mode) DOME LIGHT
CPLT PFD FD2
CSL ILLUM HOIST LIGHT
FD1 MAU 1 (AUX POWER)
Unmaintained copy – for information only

HOIST POWER MCDU CPLT


HOIST CUTTER 1 MRC 2 (ADF & DME)
HOIST CONTROL PLT W/WIPER
HUMS PSU
HYD ELEC PUMP RAD ALT 2
LINEAR ACTUATOR 1 SEARCH LIGHT CONTROL
MAU1 (PRI POWER) SEARCH LIGHT POWER
MCDU PLT STORM LIGHT
MRC 1 (NIM 1, NAV 1) SUN LIGHT CONTROL
OVHD PANEL ILLUM VENT CONTROL 2
PA V/UHF
PFD CPLT CONTROL
PITOT 1 FAIL INDICATION
PITOT HEAT 1
RAD ALT 1
UTIL POWER
W/RADAR
XMSN OIL LEVEL SENSOR
ELEC

DC NON ESS BUS 1 DC NON ESS BUS 2


CABIN VENT ECS (CABIN)
COCKPIT VENT (CPLT) EXT/SPKR POWER
CPLT W/WIPE NOSE BAY FAN 2*
ECS (COCKPIT)
FUEL DRAIN VALVE
STEP LIGHT
NOSE BAY FAN 1*

* NOSE BAY FANS for Long Nose Variant only (function on ground only)

Rev. 6 Emerg-Malfunc Page 57


AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

ELEC

Emerg-Malfunc Page 58
AW139-QRH

ENGINE MALFUNCTIONS (ENG)


COMPRESSOR STALL
If compressor stall occurs, carry out the following procedure

- Lower collective if possible


- Achieve safe OEI flight

- Monitor engine parameters on MFD


for abnormal indications

If parameters within limits and


Unmaintained copy – for information only

If indications still abnormal


engine responds normally
- ENG MODE switch, on stalled
engine, select IDLE - Continue flight

If ITT decreases, NG stabilizes If stall does not clear and


and other abnormal indications clear ITT continues to rise

- ENG MODE switch On affected engine


select FLT - Carry out ENGINE SHUT-
DOWN IN EMERGENCY
procedure Page 19
If engine If engine responds
responds abnormally Land as soon as practicable
normally
- Carry out ENGINE SHUT-
- Continue DOWN IN EMERGENCY
flight procedure Page 19
ENG
- Land as soon as practicable

UNUSUAL ENGINE NOISE


If an unusual noise is detected and FOD damage suspected:
1. Attempt to establish which engine has problems by monitoring ITT,
NG, Engine Oil Pressure, Engine Oil Temperature.
2. Switch affected ENG MODE to IDLE or select sequentially to deter-
mine the affected engine.
3. On affected engine carry out ENGINE SHUTDOWN IN EMER-
GENCY procedure, page 19.
4. Land as soon as practicable.

Rev. 4 Emerg-Malfunc Page 59


AW139-QRH

ENGINE LIMIT EXCEEDANCE

1(2) ENG LIM EXPIRE

Associated engine has exceeded


an OEI 2.5 minute limit rating or Nf limit

- Reduce power to below


or within the OEI 2.5 minute
rating, as necessary

Unmaintained copy – for information only


(140%PI on PFD)
(140%TQ, 775°C/105.4% ITT,
102.4%NG on MFD) and/or
Nf below 103%

- Continue flight respecting


engine ratings

ENGINE OIL TEMPERATURE

1(2) ENG OIL TEMP

Associated engine oil temperature high (greater than 140°C)

On affected engine
- Confirm oil temperature on MFD

ENG
If oil temperature
normal If oil temperature
If oil temperature between greater than 150°C
140°C and 145°C
If oil temperature
between 145°C
- Reduce power to 60% and 150°C
- Continue for maximum
duration of 30 minutes - Continued running for
a maximum of 1 min.
If oil temperature
remains high

- Achieve safe OEI flight


- Continue flight On affected engine
monitoring engine - Shut down engine using
oil pressure ENGINE SHUTDOWN IN
EMERGENCY procedure page 19
- Land as soon as practicable

Emerg-Malfunc Page 60 Rev. 5


AW139-QRH

ENGINE OIL PRESSURE HIGH

If engine oil pressure operates


continuously above oil pressure
limit carry out the following:

- Continue flight

On affected engine
- Monitor engine parameters on MFD
Unmaintained copy – for information only

If oil pressure remains in red If oil pressure remains in amber


or engine parameters erratic
- Continue flight
- Achieve safe OEI flight

On affected engine
- Shut down engine using ENGINE SHUT
DOWN IN EMERGENCY procedure page 19

- Land as soon as practicable

ENGINE CHIP DETECTOR

1(2) ENG CHIP

- Achieve safe OEI flight

- BUS TIE switch ON ENG

On affected engine
- ENG MODE switch to IDLE

If engine indication stable If any of the following occur:


• engine speed starts to decrease
• engine vibration increases
- Land as soon as practicable • engine oil pressure/temperature
If required, and ENG oil changes significantly
pressures and temperatures On affected engine
normal ENG MODE may be - Carry out ENGINE SHUTDOWN
selected to FLT for landing IN EMERGENCY procedure
page 19

- Land as soon as practicable

Rev. 9 Emerg-Malfunc Page 61


AW139-QRH

ENGINE FIRE DETECTOR SYSTEM

1(2) FIRE DET

Associated engine fire


detect system not operational

On affected engine:
- Monitor engine parameters
for abnormalities and
check for signs of fire

Unmaintained copy – for information only


If fire suspected
If all parameters normal
- Achieve safe OEI flight
Land as soon as practicable

On affected engine
- ENG MODE switch to IDLE
- Confirm engine FIRE
- ECL to OFF
- Lift FIRE/ARM guard and press
illuminated pushbutton
- set FIRE EXTING switch to BTL1

- ENG MODE switch to OFF


- Fuel PUMP OFF
- FUEL switch OFF
ENG - XFEED CLOSED

If signs of fire persist

- Set FIRE EXTING


If signs of fire subside switch to BTL2
- Deselect FIRE/ARM
pushbutton
If signs of fire If signs of fire persist
subside
- Land as soon - LAND IMMEDIATELY
as possible
- Carry out EMERGENCY
- Land as soon /POST CRASH SHUTDOWN
as possible procedure Page 19

Emerg-Malfunc Page 62 Rev. 10


AW139-QRH

ENGINE CONTROL LEVER

1(2) ECL FAIL

Associated engine ECL remote control beep not functioning

- Continue flight

If engine manual control required use manual lever


Note
If possible the torque of the manually controlled engine should
Unmaintained copy – for information only

be set at a torque level 10% below the other engine.

ENGINE CONTROL LEVER POSITION

1(2) ECL POS

Associated engine ECL out of flight position detent


(only active when engine control in AUTO mode)

- Confirm ECL position and correct.

If caution remains

- Continue flight

On affected engine
- Monitor engine parameters,
Be aware of a possible reduction ENG
in engine response characteristics
and power available

ENGINE MODE SELECT SWITCH

1(2) ENG MODE SEL

Associated engine MODE SELECT switch failure

- Continue flight

On affected engine
- On collective grip cycle ENG GOV
switch MANUAL then AUTO

If caution remains
- Monitor engine parameters being
aware that engine may need
to be shut down using ECL

Rev. 7 Emerg-Malfunc Page 63


AW139-QRH

ENGINE POWER TURBINE OVERSPEED


1(2) OVSPD

Associated engine in
overspeed condition

- Check PI and NF

If PI on both engines fluctuating If NF approx 110% and/or


and NF approx 110% on affected TQ 0% the drive shaft has
engine probable ‘run up’ failed on affected engine

Unmaintained copy – for information only


has occured

- Confirm engine in overspeed


condition (CAS caution message)

On affected engine
- ENG GOV switch If engine cannot be
to MANUAL controlled manually
- Control ECL using
beep switch
- Achieve safe OEI flight

- Land as soon as practicable


- Carry out ENGINE SHUTDOWN
IN EMERGENCY procedure
Note Page 19
If possible the torque of the manually
controlled engine should be set at a - Land as soon as practicable
torque level 10% below the other Note
ENG engine. (If PI on either/both engines Following engine drive shaft failure,-
is ITT or NG limited refer to TQ on NF may overspeed and reach the
MFD PWR PLANT page). NF overspeed trip point (111%).

ENGINE ELECTRONIC CONTROL DATA

1(2) EEC DATA

Associated engine EEC system non critical fault

- Continue flight

On affected engine:
- On collective grip cycle ENG GOV
switch from AUTO to MANUAL and
back to AUTO

If caution remains

- Confirm engine parameter readings with analogue


sensors, avoid operation near engine limits if possible

Emerg-Malfunc Page 64 Rev. 10


AW139-QRH

DEGRADATION OF ENGINE CONTROL FUNCTIONS


1(2) DCU

Associated engine control function degraded

- Continue flight

On affected engine:
- Monitor engine parameters and compare with analogue values
- Avoid operating at engine limits if possible
Unmaintained copy – for information only

ENGINE HOT START


1(2) HOT START

Associated engine ITT limits exceeded during start

In flight
On ground
- Maintain safe OEI flight
On affected engine
- ENG Mode switch select OFF On affected engine
ECL move to OFF - ENG Mode switch select OFF
ENG FUEL switch select OFF ECL move to OFF
- Carry out Dry Motoring Proc. - FUEL PUMP switch select OFF
Normal Proc. page 44 ENG FUEL switch select OFF
- Carry out Dry Motoring Proc.
- Shut down aircraft Normal Proc. page 44
- Land as soon as practicable

TORQUE LIMITER ENG

1(2) TQ LIMITER

Associated engine torque limiter system not functioning

- Continue flight

On affected engine:
- For inconsistent TQ indication or invalid TQ
select analogue reading on MFD

If TQ LIMiter not enabled If TQ LIMiter enabled


- Do not select TQ LIMiter - De-select TQ LIMiter
(TQ Limiter ON advisory
- Respect engine limits manually. message not illuminated)

- Respect engine limits manually.


Note
The analogue sensors are selected from MFD PWR PLANT
page, select ANALOG using Cursor Control Device.

Rev. 5 Emerg-Malfunc Page 65


AW139-QRH

INTER TURBINE TEMPERATURE LIMITER

1(2) ITT LIMITER

Associated engine ITT limiter not functioning

- Continue flight

- Set LD-SH switch to TORQUE

On affected engine:

Unmaintained copy – for information only


- Select analogue ITT reading on MFD
- Avoid operating near engine limits

ENGINE POWER TURBINE OVERSPEED DETECT FAILURE

1(2) OVSPD DET

Associated engine NF overspeed detection system not operational

- Continue flight

On affected engine:
- Be aware than NF overspeed protection
system will not function at the correct NF
speed in the event of an NF overspeed.

ENG
FUEL FILTER BY-PASS

1(2) FUEL FILTER

Fuel filter blockage, impending bypass condition

On affected engine
- Monitor engine for possible
reduction in power available

- Land as soon as practicable

Emerg-Malfunc Page 66
AW139-QRH

FUEL ICING

1(2) FUEL ICING

Associated fuel temperature less than 5°C,


possible fuel heater malfunction and fuel icing

On ground In flight
- Do not take off if caution does On affected engine
not extinguish as engine oil - Monitor engine for possible
Unmaintained copy – for information only

temperature increases and reduction in power available


If 1(2) FUEL FILTER caution
1(2) FUEL HEATER
illuminates, possible filter
caution illuminates
blockage due to ice

- Land as soon as practicable

FUEL HEATER

1(2) FUEL HEATER

Associated fuel temperature greater than 74°C or fuel temperature


less than 5°C with associated engine oil temperature greater
than 82°C. Possible fuel heater malfunction.
(Caution only active with associated engine running)

- Continue flight ENG

On affected engine
- Monitor engine for possible
reduction in power available
or 1(2) FUEL ICING caution.

Emerg-Malfunc Page 67
AW139-QRH

ENGINE AND ROTOR PARAMETERS MISCOMPARE


1(2) NF MISCOMPARE
or
1(2) NG MISCOMPARE
or
1(2) ITT MISCOMPARE
or
1(2) TQ MISCOMPARE
or

Unmaintained copy – for information only


NR MISCOMPARE

Associated parameter EEC and analogue backup


data comparison discrepancy

- Continue flight

On affected parameter
- Confirm correct value with analogue back up parameter
The MISCOMPARE caution is generated when comparison with backup
parameter exceeds the following values:
NF 3%
NG 3% Note
ITT 50°C The analogue sensors are selected from MFD
TQ 15% (5%)* PWR PLANT page, menu selection using Cur-
NR 3% sor Control Device.
Note*
For Primus EPIC S/W EB7030191-00112 and all
previous versions the TQ MISCOMPARE caution
ENG may illuminate spuriously due to low comparison threshold
value (5%). Check occasionally to confirm that the ECC and
analogue parameters are matched when the caution
is illuminated.

ENGINE ANALOGUE SENSOR FAILURE


ENG ANALOG FAILURE

Failure of an analogue parameter

- Continue flight
- Select analogue sensor from MFD
PWR PLANT page menu, select ANALOG
using Cursor Control Device.
- Note which analogue parameters
have failed.
- Deselect ANALOG sensors to
return display to digital values
Be aware that the MISCOMPARE
caution for the failed parameters will
be inoperative

Emerg-Malfunc Page 68 Rev. 22


AW139-QRH

ENGINE IN FLIGHT RESTART PROCEDURE (ENG FLT RESTART)


If an engine flames out/or is shutdown during flight and if there is no indica-
tion of a mechanical malfunction or engine fire, the engine may be restarted.

Note
If, after a double engine failure, ENG 2 is to be started first set
BUS TIE to ON.
STARTING MALFUNCTIONS AND ASSOCIATED ABORT ACTIONS

CAUTION
Failure to follow the appropriate Abort Procedure may cause
Unmaintained copy – for information only

damage to the engine.


Monitor engine start and if any of the following occur:
— light up is not within 10 seconds of ENG MODE switch to IDLE
— abnormal noise heard
— ITT increases beyond engine limits (HOT START caution illuminated)
— engine hangs (stagnation in NG below 54%)
— engine starter fails to disengage by 49% NG.
Shut down engine by:
1. ENG MODE switch — OFF.
2. ECL — OFF.
3. FUEL PUMP — OFF.
4. ENG FUEL switch — OFF.

Note
Observe the starter generator duty cycle limitations.
RESTARTING PROCEDURE
ENG FLT
CAUTION RESTART
During starter activation AP1 may disengage

1. Airspeed — Less than 120 KIAS.


2. ECL — Confirm FLIGHT.
3. ENG Fuel switch — ON - Fuel valve indicator vertical.
4. FUEL PUMP — ON - FUEL PUMP caution not illuminated,
check pressure.
5. MFD display — Confirm PWR PLANT page.
6. ENG MODE switch — Below 15000 ft Hp select IDLE
— Above 15000 ft Hp select IDLE when
NG at 0%

Procedure continues on next page

Rev. 10 Emerg-Malfunc Page 69


AW139-QRH

Note
It is recommended to start the engine to IDLE, if necessary, it is
possible to start to FLIGHT by setting the ENG MODE switch
directly to FLT.
7. Gas Producer (NG) — Note increasing and START legend dis-
played.
8. Engine temperature (ITT) — Note increasing and IGN legend displayed.
9. Engine oil pressure — Confirm rising.
10. Engine starter — Disengaged by 49% NG.
11. Engine power turbine — Confirm stabilized to IDLE speed

Unmaintained copy – for information only


speed (NF) below 100%.
Note
If the engine was started directly to FLT the NF will stabiles at
100% with rotor speed.
12. ENG MODE switch — FLT.
13. Engine parameters — Confirm within limits and matched
with other engine.

ENGINE MANUAL STARTING


It is recommended that engine start be carried out in AUTO mode when pos-
sible. If a MANUAL start is necessary carry out the following procedures.
MANUAL STARTING MALFUNCTIONS AND ASSOCIATED ABORT ACTIONS

CAUTION
Failure to follow the appropriate Abort Procedure may cause
damage to the engine.

Monitor engine start and, if any of the following occur:


ENG FLT
RESTART — light-up is not within 10 seconds of ECL starter pushbutton
engagement
— abnormal noise heard
— ITT increases beyond engine limits (HOT START caution
illuminated)
— engine hangs (stagnation in NG below 54%) and NG cannot be
accelerated with movemet of ECL
— engine starter fails to disengage by 49% NG.
Shut down engine by:
1. ECL — OFF position.
2. ENG MODE switch — OFF.
3. FUEL PUMP — OFF.
4. ENG FUEL switch — OFF.
Note
Observe the igniter and starter generator duty cycle limitations.

Emerg-Malfunc Page 70
AW139-QRH

ENGINE MANUAL STARTING ON GROUND PROCEDURE


Engine manual starting, on the ground, should only be carried out if it is
essential to move the aircraft, for example from a helideck to allow access to
other aircraft.
It is necessary, however, to have the other engine running in AUTO mode to
help control rotor speed.
Following an aborted start shutdown, perform a Dry Motoring Procedure
before restarting. See Lims-Norm-Perf page 44.

MANUAL START PROCEDURE


The servicable engine must be started first and MPOG established.
Unmaintained copy – for information only

1. MFD display — Confirm PWR PLANT page


2. ECL — OFF on required engine
3. ENG GOV — MANUAL on required engine (Confirm
MAN legend on PI and TQ indicators)
4. ENG Fuel switch — ON - Fuel valve indicator vertical
5. FUEL PUMP — ON - FUEL PUMP caution not illuminated,
check pressure
6. ENG MODE switch — Select IDLE
7. ECL starter pushbutton — Push and release, START and IGN leg-
ends displayed
8. Gas Producer (NG) — Note increasing
9. ECL — Advance to FLIGHT, and beyond if
required, when NG greater than 15% and
ITT below 200°C (26%)
10. Engine temperature (ITT) — Confirm increasing
11. Engine oil pressure — Confirm rising.
ENG FLT
12. Engine starter — Verify disengaged when NG above 49% RESTART
band START and IGN legends
extinguished
13. Gas producer (NG) — Confirm stabilized at 68% or above.

Note
If NG hangs below 68%, advance ECL beyond FLIGHT to
accelerate to 68% NG then return to FLIGHT.
14. Engine parameters — Confirm within limits.

CAUTION
In manual mode the ECL must be advanced to adjust engine
power. This should be carried out using the ECL beep switch. It
is recommended that the manual engine be set to a torque 10%
lower than the other engine.

Rev. 3 Emerg-Malfunc Page 71


AW139-QRH

ENGINE MANUAL IN FLIGHT RESTART PROCEDURE (ENG FLT RESTART)

CAUTION
During starter activation AP1 may disengage.
1. MFD display — Confirm PWR PLANT page.
2. ECL — OFF on required engine.
3. ENG GOV — MANUAL on required engine (Confirm
MAN legend on PI and TQ indicators).
4. ENG Fuel switch — ON - Fuel valve indicator vertical.
5. FUEL PUMP — ON - FUEL PUMP caution not illumi

Unmaintained copy – for information only


nated, check pressure.
6. ENG MODE switch — Below 15000 ft Hp select IDLE when NG
below 20%.
— Above 15000 ft Hp select IDLE when
NG at 0%.
7. ECL starter pushbutton — Push and release, START and IGN leg
ends displayed.
8. Gas Producer (NG) — Note increasing.
9. ENG ECL — Advance to FLIGHT, and beyond if
required, when NG greater than 15% and
ITT below 200°C (26%).
10. Engine temperature (ITT) — Confirm increasing.
11. Engine oil pressure — Confirm rising.
12. Engine starter — Verify disengaged when NG above 49%
band START and IGN legends
extinguished.
13. Gas producer (NG) — Confirm stabilized at 68% or above.

ENG FLT Note


RESTART If NG hangs below 68%, advance ECL beyond FLIGHT to
accelerate to 68% NG then return to FLIGHT.
14. Engine parameters — Confirm within limits.

CAUTION
In manual mode the ECL must be advanced to adjust engine
power. This should be carried out using the ECL beep switch. It
is recommended that the manual engine be set to a torque 10%
lower than the other engine.

Emerg-Malfunc Page 72 Rev. 3


AW139-QRH

ENGINE SHUTDOWN USING ECL/MANUAL


If and engine malfunction has occured but an Engine Shut Down in Emer-
gency or Emergency/Post Crash Shutdown procedure is not required fol-
low the procedure below to shut down engines after flight:

1. ENG 1 and 2 MODE switches — Set to IDLE.


If ENG MODE selection is ineffective then:
ENG GOV switch — Set MANUAL
(on affected engine)
ECL — Set MIN
Unmaintained copy – for information only

Note
A period of 120 seconds stabilization at IDLE is recommended.

2. BUS TIE switch — ON (for night operations).

3. Fuel PUMP 1 and 2 switches — OFF.

4. ENG 1 and 2 MODE switches — OFF.


If ENG MODE selection is ineffective then:
ECL (on affected engine) — OFF

CAUTION
• During shut down note that:
• NG speed decelerates freely without abnormal noise or
rapid run down
• ITT does not rise abnormally.

5. ENG 1 and 2 FUEL valve — OFF


1 & 2 FUEL PUMP caution
messages. (Fuel valve indicator
bar horizontal). ENG FLT
RESTART
6. Fuel XFEED switch — CLOSED (indicator bar vertical)

7. Cockpit lights — OFF.

8. ANTI-COL lights — OFF.

9. BUS TIE switch — Confirm AUTO.

CAUTION
Prior to switching electrical power OFF ensure engine NG
values are at 0%.

10.BATTERY MASTER and — OFF.


GENerators

11.BATTERY MAIN and AUX — OFF.

Rev. 3 Emerg-Malfunc Page 72A


AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

ENG FLT
RESTART

Emerg-Malfunc Page 72B Rev. 3


AW139-QRH

FUEL SYSTEM (FUEL)


FUEL LOW

1(2) FUEL LOW

On affected tank fuel contents below 92 kg

- Check fuel contents and


XFEED if required (see Note)

- Land as soon as practicable (within 20 minutes)


Unmaintained copy – for information only

Note
If the XFEED is open and a FUEL PUMP is OFF, the tank with
FUEL PUMP OFF, not supplying the engines, will have a maxi-
mum level of unusable fuel of 228 kg. The unusable fuel level
value will change to grey to indicate the tank is no longer sup-
plying fuel.

FUEL PRESSURE LOW

1(2) FUEL PUMP

Associated fuel pressure low (less than 0.6 bar)

- Confirm XFEED opens automatically


- Switch OFF associated pump

If fuel pressure If fuel pressure recovered.


not recovered.

Possible fuel leak,


- Close FUEL XFEED
- Continue flight FUEL
- Continue flight

- Be attentive for signs of fuel


leak or engine loss of power.

Note
When cross feeding, the tank with pump off, NOT supplying the
engines, will have a maximum quantity of unusable fuel of
228 kg. This unusable fuel level value will change to grey to indi-
cate the tank can no longer supply fuel.
Close X-FEED to restore the availability of up to 228 kg of fuel.
Engine operation, in suction mode, is assure and FUEL pres-
sure, on MFD, is invalid displaying amber “0” or dashed. Avoid
abrupt aircraft manoeuvres.

Rev. 3 Emerg-Malfunc Page 73


AW139-QRH

DOUBLE FUEL PUMP FAILURE

1-2 FUEL PUMP

Fuel pressure low (less than 0.6 bar)


in both fuel systems

- Select XFEED CLOSED


- Switch OFF PUMP 1 and PUMP 2

Unmaintained copy – for information only


- Land as soon as practicable

Note
Engine operation, in suction mode, is assured and FUEL pres-
sure, on MFD, is invalid displaying amber ‘0’ or dashed.
Avoid abrupt aircraft manoeuvres.

FUEL CONTENTS GAUGING UNIT FAILURE

1(2) FCU FAIL

Associated FCU failure and possible loss


or degradation of fuel contents indication

- Continue flight

If 1 FCU FAIL If 2 FCU FAIL

If FUEL 2 If FUEL 2
below 228kg above 228kg
FUEL
- Monitor for - FUEL 1 level can
1 FUEL LOW be taken as equal
caution when to FUEL 2 level
remaining fuel
will be 92 kg If FUEL 1 If FUEL 1
below 228kg above 228kg

- Monitor for - FUEL 2 level can


be taken as equal
2 FUEL LOW to FUEL 1 level
caution when
remaining fuel
will be 92 kg

Emerg-Malfunc Page 74
AW139-QRH

FUEL LOW SENSOR FAILURE

1(2) FUEL LOW FAIL

Associated fuel low sensor failure

- Continue flight

On affected system
- Monitor fuel quantity, low level
caution inoperative
Unmaintained copy – for information only

FUEL PROBE FAILURE

1(2) FUEL PROBE

Associated fuel probe failure and


degradation of fuel contents indication

- Continue flight

If 1 FUEL PROBE If 2 FUEL PROBE

If FUEL 2 If FUEL 2
below 228kg above 228kg

- Monitor for - FUEL 1 level can


1 FUEL LOW be taken as equal
caution when to FUEL 2 level
remaining fuel
will be 92 kg

If FUEL 1 If FUEL 1 FUEL


below 228kg above 228kg

- Monitor for - FUEL 2 level can


be taken as equal
2 FUEL LOW to FUEL 1 level
caution when
remaining fuel
will be 92 kg

Note
Be aware that aircraft fuel quantity roll angle compensation will
not be functioning.

Emerg-Malfunc Page 75
AW139-QRH

FUEL CONTENTS GAUGING UNIT TEST SYSTEM FAILURE

1(2) FCU TEST FAIL

Associated fuel contents unit test system failed


(Only active on ground)

- Shut down aircraft for maintenance action

Unmaintained copy – for information only


ABNORMAL FUEL CONSUMPTION
Monitor fuel quantity frequently. If an abnormal fuel consumption is
confirmed, a fuel leakage may be present. therefore, depending on remain-
ing fuel quantity:

- Land as soon as possible

or

- Land as soon as practicable

FUEL

Emerg-Malfunc Page 76
AW139-QRH

HYDRAULIC SYSTEM (HYD LDG GR)


HYDRAULIC PRESSURE LOW

1 HYD OIL PRESS + 1 HYD PUMP + 1 SERVO + EMERG LDG PRESS


or
2 HYD OIL PRESS + 2-4 HYD PUMP + 2 SERVO + HYD UTIL PRESS

Loss of pressure in associated hydraulic system (less than 163 bar)

- Confirm hydraulic pressure low (hydraulic synoptic page)


Unmaintained copy – for information only

- Check hydraulic control panel,

If HYD 2 PRESS illuminated If HYD 1 PRESS illuminated

On LDG GEAR panel - Lower landing gear


- EMER DOWN pushbutton,
lift guard and press - Land as soon as practicable
being aware that fuel
- Land as soon as practicable consumption will be increased
being aware that fuel consumption due to lowered undercarriage
will be increased due to lowered
undercarriage
Note
When EMER DOWN is selected the amber lights will remain illu-
minated even though the LDG GEAR is down. If the LDG GEAR
lever is moved to the DOWN position the lights will extinguish.
After landing, if taxiing is required, the EMERG DOWN pushbut-
ton must be de-selected to permit the NOSE WHEEL steering to
be unlocked.

NORMAL LANDING GEAR PRESSURE LOW

HYD UTIL PRESS

Low pressure in landing gear NORM hydraulic system HYD


LDG GR
- Confirm low pressure in LDG NORM system.

- Lower LDG GEAR using normal procedure

If after 15 sec LDG GEAR not locked down


- EMER DOWN pushbutton, lift guard and press
- Continue flight
being aware that fuel consumption
will be increased due to lowered
undercarriage

Rev. 3 Emerg-Malfunc Page 77


AW139-QRH

EMERGENCY LANDING GEAR PRESSURE LOW

EMER LDG PRESS

Low pressure in emergency landing gear hydraulic system

- Confirm low pressure in EMER LDG GEAR system.

- Lower landing gear using normal procedure

- Continue flight
being aware that fuel consumption will

Unmaintained copy – for information only


be increased due to lowered undercarriage

HYDRAULIC FLUID OVERHEATING

1(2) HYD OIL TEMP

Associated hydraulic system overheat (greater than 134°C)

- Confirm hydraulic temperature and check HYD control panel

- Lower undercarriage

WARNING

If a 1(2) SERVO caution has illuminated previously do


NOT switch SOV to CLOSE on the 2(1) Hydraulic system
since this will cause loss of control in the affected servo
jack.

On affected system
- Switch off system by moving SOV
switch to CLOSE on HYD control panel
HYD 1(2) HYD OIL PRESS and 1(2) SERVO
LDG GR cautions illuminate

- Land as soon as practicable,


being aware that fuel consumption will
be increased due to lowered undercarriage

Note
With one hydraulic system SOV shut off, a subsequent drop of
pressure in the other system will over-ride the SOV selection
and reinstate pressure to the servo’s. In these conditions the
SOV switch will not be automatically reset.

Emerg-Malfunc Page 78 Rev. 3


AW139-QRH

HYDRAULIC FLUID LEVEL LOW


1(2) HYD MIN

Associated system low hydraulic fluid level

- Confirm fluid level


(hydraulic synoptic page)

If EMER LDG PRESS If HYD UTIL PRESS


caution illuminated caution illuminated
Unmaintained copy – for information only

- Lower landing gear On LDG GEAR panel


using normal procedure - EMER DOWN pushbutton,
lift guard and press

- Land as soon as practicable,


being aware that fuel consumption will
be increased due to lowered undercarriage
Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated on the
hydraulic synoptic page. Once the TRSOV has operated the
SOV No1 is inhibited.
Note
When EMER DOWN is selected the amber lights will remain illu-
minated even though the LDG GEAR is down. If the LDG GEAR
lever is moved to the DOWN position the lights will extinguish.
After landing, if taxiing is required, the EMERG DOWN pushbut-
ton must be de-selected to permit the NOSE WHEEL steering to
be unlocked.

HYDRAULIC PUMP 1, 2 OR 4 FAILURE


1(2)(4) HYD PUMP
Low pressure at pump outlet
HYD
- Confirm low pump pressure
LDG GR

If PUMP 1 low If PUMP 2 or PUMP 4 low

- Lower landing gear using - Continue flight


normal procedure No corrective action

- Monitoring hydraulic pressure

- Land as soon as practicable,


being aware that fuel consumption will be
increased due to lowered undercarriage

Rev. 3 Emerg-Malfunc Page 79


AW139-QRH

MAIN VALVE SEIZURE IN MAIN OR TAIL ROTOR SERVO

1(2) SERVO

Main control valve seizure in one (or more) servo jacks

- Lower landing gear by normal procedure

- Land as soon as practicable


being aware that fuel consumption will be
increased due to lowered undercarriage

Unmaintained copy – for information only


WARNING
Do NOT switch SOV to CLOSE on the UNAFFECTED system
since this will cause loss of control in the affected servo jack.

Note
Loss of hydraulic fluid in system No2 will automatically close the
Tail Rotor Shut Off Valve (TRSOV). This will be indicated by a
2 SERVO caution on the CAS and a TRSOV closed indication
on the hydraulic synoptic page. Once the TRSOV has operated
the SOV No1 is inhibited.

NOSEWHEEL UNLOCKED (IN FLIGHT)

NOSE WHL UNLK

Nose wheel not locked in fore and aft direction

- Cycle NOSE WHEEL switch on LDG GEAR panel

If caution remains
- Do not raise landing gear
- Continue flight being aware that fuel
consumption will be increased
due to lowered undercarriage
HYD - Avoid run on landing
LDG GR
Note
Landing gear retraction inhibited with NOSE WHL UNLK caution
illuminated.

Emerg-Malfunc Page 80
AW139-QRH

PARK BRAKE MALFUNCTION

PARK BRK PRESS

No pressure in park brake system with PARK BRAKE lever in ON position

If park brake not required If park brake required

- Confirm park brake lever - Pressurize system by


in OFF position ‘pumping’ pedal brakes
Unmaintained copy – for information only

If caution remains
- Continue flight
being aware park brake may not
hold aircraft when on ground

PARK BRAKE ON IN FLIGHT

PARK BRK ON

Park brake system pressurized

- Confirm PARK BRAKE lever in off position

- Continue flight

CAUTION
Do not carry out run on landing or taxi as park brake system
may be pressurized.

LANDING GEAR RETRACTED


HYD
LANDING GEAR + Voice Warning LDG GR

Landing gear retracted when aircraft height is less than 150ft AGL

- Extend landing gear

Emerg-Malfunc Page 81
AW139-QRH

LANDING GEAR FAILS TO RAISE

Landing gear selected up but one or


more amber lights remains illuminated

- Confirm landing gear circuit breakers in

- Check DOWN EMERG pushbutton not selected

- Cycle landing gear lever from UP to DOWN and


allowing time for the landing gear to lock down

Unmaintained copy – for information only


and then select UP

If one or more amber lights remain illuminated


- Select landing gear DOWN
- Continue flight being aware
that fuel consumption will be increased
due to lowered undercarriage

Note
If undercarriage has been extended using the EMER DOWN
then subsequent retraction is not possible.
Note
For OAT of -30°C and below undercarriage retraction time may
double.

HYD
LDG GR

Emerg-Malfunc Page 82
AW139-QRH

MISCELLANEOUS SYSTEMS (MISC)


PITOT HEATER FAILURE

1(2) PITOT FAIL

Associated pitot heater failure

- Exit icing conditions as soon as possible


Unmaintained copy – for information only

PITOT HEATER OFF

1(2) PITOT HEAT OFF

Associated pitot heater is selected OFF and OAT below 4°C

- Select associated PITOT HEATER switches ON

AIRCRAFT NEVER EXCEED SPEED

Voice warning ‘AIRSPEED AIRSPEED’ and airspeed indication RED

- Confirm airspeed

- Reduce/maintain speed below Vne

AIRCRAFT NEVER EXCEED SPEED MISCOMPARE

VNE MISCOMPARE

Difference between ADS 1 and 2 VNE airspeed calculated values

- Continue flight respecting the lower VNE value.

- When convenient confirm, using the STANDBY ASI and placard,


and the ambient atmospheric conditions which ADS VNE
airspeed indication is correct.
MISC

Emerg-Malfunc Page 83
AW139-QRH

WEIGHT ON WHEELS SWITCH FAILURE

1(2) WOW FAIL

Associated WOW switch failure

On ground In flight

- Shut down aircraft for - Continue flight being aware of


Maintenance action system limitations (FUEL TEST and
AHRS TEST not inhibited in flight

Unmaintained copy – for information only


1 WOW FAIL to ground:
1 AHRS TEST function not inhibited in flight
2 WOW FAIL to ground:
2 AHRS TEST function not inhibited in flight
FUEL TEST function not inhibited in flight

Note
1(2) WOW FAIL caution may illuminate spuriously during slope
take-off or landing procedure.

Note
Illumination of the WOW FAIL caution, when the LDG GEAR is
DOWN, will cause the LDG GEAR lever to be locked in the
down position so subsequent retraction of the landing gear is
not possible.

COCKPIT DOOR OPEN

COCKPIT DOOR

A cockpit door not closed

- Confirm which cockpit door not secure

On ground In flight

- Close cockpit door - Close and lock


before flight cockpit door, if possible

MISC If not possible to close door

- Reduce speed to below 100 KIAS


- Land as soon as possible and secure door

Emerg-Malfunc Page 84 Rev. 20


AW139-QRH

CABIN DOOR OPEN


CABIN DOOR

A cabin door not closed

On ground In flight

- Close cabin door - Reduce speed to 80 KIAS


before flight - Confirm which cabin
Unmaintained copy – for information only

door is not secured


- Close and lock
cabin door, if possible

If not possible to close


door

- Land as soon as practicable


and secure door

CAUTION
When opening or closing cabin door in flight hold door handle
until door is at full travel and locked.

BAGGAGE BAY DOOR OPEN

BAG DOOR
Baggage bay door not closed

On ground In flight

- Close baggage door - Reduce speed to below 100 KIAS


before flight - Land as soon as possible
and secure door

EXTERNAL POWER SOCKET DOOR OPEN

EXT PWR DOOR MISC


External power socket door not closed

On ground In flight

- Close external power - Reduce speed to below 100 KIAS


socket door before flight - Land as soon as practicable
and secure door

Emerg-Malfunc Page 85
AW139-QRH

VENT FAN FAILURE


VENT FAIL

Failure of the CREW and/or PAX (if fitted) vent fan

- Confirm, using Advisory indications,


if fan has failed (not illuminated)

On failed vent fan


- Switch OFF
- Open windows if operating
below 25 kts, MPOG, HIGE or HOGE

Unmaintained copy – for information only


NOSE AVIONIC FANS FAILURE

VENT FAIL + NOSE FAN 1 OFF + NOSE FAN 2 OFF

(Caution triggered on ground only)

Failure of both nose avionic bay fans

- Shutdown aircraft

ROTOR BRAKE FAIL

ROTOR BRK FAIL

Rotor brake system in one of the failure


conditions noted:
- Brake pads not withdrawn
- With both engines OFF brake caliper not UP
- With an engine in FLT, brake caliper not DOWN
- With an engine in GI, brake caliper not DOWN
- Rotor brake lever not in OFF, one engine to FLT or
in GI (displayed on ground only)

- Confirm, using ROTOR BRAKE panel,


pressure and status of the brake caliper

MISC
On ground In flight

- Shut down aircraft If caliper UP If caliper DOWN

- Land as soon as - Continue Flight


practicable

Emerg-Malfunc Page 86
AW139-QRH

HEATER FAILURE

HEATER FAIL

Heater system failure

- Switch HTR to OFF

If HEATER required for demist:


Unmaintained copy – for information only

1. HTR — MAN.

2. VENT CREW FAN — As required.

3. TEMP CONTR — Control temperature manually using


± position on rotary switch.

COND FAILURE

FWD(AFT) COND FAIL

Crew(PAX) conditioner failure

- Switch OFF the COND/HTR and leave


for minimum of 4 minutes.
Switch NORM

If system fails again


- Switch OFF

CAUTION
Be aware that failure of a ventilation fan with the
COND system operative may cause the COND to MISC
fail after several minutes, in which case switch
COND to OFF.

Emerg-Malfunc Page 87
AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

MISC

Emerg-Malfunc Page 88
AW139-QRH

ICE PROTECTION SYSTEM (IPS)

PILOT ACTIONS IN CASE OF SEVERE ICE ENCOUNTERS IPS2


ICING CONDITIONS IPS2
MAIN AND TAIL ROTOR HEATING FAILURE IPS3
TAIL ROTOR HEATING FAILURE IPS4
MAIN ROTOR HEATING DEGRADED IPS4A
TAIL ROTOR HEATING DEGRADED IPS4A
SINGLE OAT SENSOR FAILURE IPS5
SINGLE ICE DETECTOR FAILURE IPS5
Unmaintained copy – for information only

SINGLE WINDSHIELD HEATER FAILURE IPS5


DOUBLE AC GENERATOR FAILURE IPS6
DOUBLE DC GENERATOR FAILURE IPS7
IPS SERVICES AVAILABLE ON ESSENTIAL BUS 2
(IPS CONFIGURATION) IPS7
IPS SERVICES LOST DURING BUS FAILURES
(IPS CONFIGURATION) IPS7
AC GENERATOR 1 FAILURE IPS8
AC GENERATOR 2 FAILURE IPS8
AC GENERATOR 1 FAILURE AFTER “BOUT” DISPLAYED IPS9
AC GENERATOR 1 AND AC BUS 1 FAILURE IPS9
AC BUS 1 FAILURE IPS10
AC GENERATOR 2 AND AC BUS 2 FAILURE IPS10
AC BUS 2 FAILURE IPS10A
AC SHED BUS 1 FAILURE IPS10A
AC SHED BUS 2 FAILURE IPS10A
DOUBLE ICE DETECTOR FAILURE IPS10B
DOUBLE OAT SENSOR FAILURE IPS11
DOUBLE WINDSHIELD HEATER FAILURE IPS12
IPS TEMP CAPTION IPS12
USE OF IPS MAN MODE IPS13
IPS PANEL FAILURE MESSAGES IPS13
IPS PANEL FAILURE IPS14
ICB DATA FAILURE IPS14

IPS

IPS Emerg-Malfunc Page IPS1


Rev. 11
AW139-QRH

PILOT ACTIONS IN CASE OF SEVERE ICE ENCOUNTERS


Severe icing conditions are indicated by some or all of the following:
• High PI rise (>30% above normal for flight condition)
• Steady increase in base PI with heating cycles
• High LWC (>1.5 g/m3)
• Heavy amounts of water streaming across windscreens
• Evidence of SLD (ice forming on sides of aircraft, SLD Marker)
• Increase in vibration

Unmaintained copy – for information only


• Tendency for significant speed loss.

Actions:
• Reduce speed to 80 KIAS
• Select 102% NR
• Use up to 110% PI
• Check for system failures
• Select MAN
— if PI reduces Select AUTO, and use MANUAL to reduce
subsequent PI rise.
— if PI does not reduce, or rises steadily, select AUTO and do
not select MAN again (possible runback ice)
• Change altitude – severe ice conditions are usually near the top of
the clouds
• Consider vacating icing conditions if severity does not reduce.

ICING CONDITIONS

ICING

OAT equal or less than +4°C Ice detected by ID


and IPS selected OFF and IPS selected ON
IPS

- Confirm AC GEN1 & AC GEN2 ON


- Switch IPS ON and select
AUTO mode
- Confirm caution extinguishes

Emerg-Malfunc Page IPS2 IPS


AW139-QRH

IPS PANEL WARNING AND CAUTIONS


MAIN AND TAIL ROTOR HEATING FAILURE

+ aural message
+ “Warning – Warning”
Unmaintained copy – for information only

Loss of MR heating and TR heating

- If 1 AC & 2 AC generator - If 1 AC & 2 AC generator


messages displayed messages NOT displayed
refer to procedure on
page IPS6

CAUTION

Do NOT attempt a system


TST/RST or select OFF/ON

- Reduce speed to 80 KIAS


- Vacate the icing condition
as soon as possible.
Aircraft may experience ani
increase in vibrations.
- Monitor PI, A/C vibrations.
Maintain 80 KIAS until
clear evidence indicates
all ice accretions have
been shed from MR and
TR blades

IPS

IPS Emerg-Malfunc Page IPS3


Rev. 11
AW139-QRH

TAIL ROTOR HEATING FAILURE

|
Loss of TR blades heating.

Unmaintained copy – for information only


CAUTION
Do NOT attempt a system TST/RST or select OFF/ON

|
- Vacate the icing condition as soon as practicable
Aircraft may experience an increase in vibrations
- Monitor PI, A/C vibrations and SLD marker

IPS

Emerg-Malfunc Page IPS4 IPS


Rev. 11
AW139-QRH

MAIN ROTOR HEATING DEGRADED

Loss of MR non critical zones heating


Unmaintained copy – for information only

CAUTION
Do NOT attempt a system TST/RST or select OFF/ON

- Vacate the icing condition as soon as practicable


Aircraft may experience an increase in MR 1xRev vibrations
- Monitor PI, A/C vibrations and SLD marker

TAIL ROTOR HEATING DEGRADED

|
Loss of TR blade pair heating

CAUTION
Do NOT attempt a system TST/RST or select OFF/ON

|
- Continue flight
Aircraft may experience an
increase in TR 1xRev vibrations.
- Monitor PI, A/C vibrations IPS
and SLD marker.

IPS Emerg-Malfunc Page IPS4A


Rev. 11
AW139-QRH

Unmaintained copy – for information only


This Page Intentionally Left Blank

IPS

Emerg-Malfunc Page IPS4B IPS


Rev. 11
AW139-QRH

SINGLE OAT SENSOR FAILURE

or

OAT N°1 signal failure to IPS OAT N°2 signal failure to IPS
Unmaintained copy – for information only

- Continue flight - Continue flight

SINGLE ICE DETECTOR FAILURE

or

Ice Detector N°1 failed Ice Detector N°2 failed

- Continue flight - Continue flight

SINGLE WINDSHIELD HEATER FAILURE

or

Copilot windshield heater failure Pilot windshield heater failure

- Continue flight - Continue flight

IPS

IPS Emerg-Malfunc Page IPS5


Rev. 5
AW139-QRH

DOUBLE AC GENERATOR FAILURE

These messages
will illuminate within

Unmaintained copy – for information only


3 minutes

+ ICN-39-A-155071-A-00003-00677-A-01-1

Aural message “Warning – Warning”

Double AC GEN failure

- AC GEN 1 & 2 switches, select OFF then ON


- Switch the IPS to OFF,
wait approximately 2 seconds,
then to ON.

If cautions If cautions If If
extinguishes remain
illuminated
- Continue flight
- Switch IPS OFF remains remains
- Switch AC GEN 1
& 2 OFF - Switch
AC GEN 2 OFF

- Reduce speed to 80 KIAS - Switch


- Vacate the icing condition AC GEN 1 OFF - Continue
as soon as possible flight
- Monitor PI, A/C vibrations. (Loss of IPS
Maintain 80 KIAS until clear redundancy)
evidence indicates all
IPS ice accretions have been - Vacate the icing condition
shed from MR and as soon as practicable
TR blades

Emerg-Malfunc Page IPS6 IPS


Rev. 5
AW139-QRH

DOUBLE DC GENERATOR FAILURE


The following assumes the DC BUS FAIL procedures, presented in Section 3
of the Basic Manual, have been followed and MAIN BUS 1 is confirmed as
lost:

Loss of system redundancy


Unmaintained copy – for information only

- Continue flight

IPS SERVICES
US CO AVAILABLE
O ON ESSENTIAL BUS 2 (IPS CONFIGURATION)
On IPS C/B panel
TRD CH-A CONTROL
MRLD CH-A CONTROL
ICB CH-A CONTROL
IPS CKPT PNL CH-A
WSHLD PLT CONTROL
ICE DET 2 CONTROL
GCU 1 POWER

IPS SERVICES LOST DURING BUS FAILURES (IPS CONFIGURATION)

DC MAIN BUS 1
On IPS C/B panel
TRD CH-B CONTROL
MRLD CH-B CONTROL
ICB CH-B CONTROL
IPS CKPT PNL CH-B
WSHLD CPLT CONTROL
ICE DET 1 CONTROL
GCU 2 POWER

IPS

IPS Emerg-Malfunc Page IPS7


Rev. 5
AW139-QRH

AC GENERATOR 1 FAILURE

AND

This message
+ + will illuminate within

Unmaintained copy – for information only


3 minutes

|
AC GEN 1 failure
|
- AC GEN 1 switch, select OFF then ON
- Switch the IPS to OFF, wait
approximately 2 seconds,
then to ON.
|
| |
If cautions extinguishes If cautions remain
illuminated
- Continue flight
- Switch AC GEN 1 OFF
- Vacate the icing condition
as soon as practicable

AC GENERATOR 2 FAILURE

|
AC GEN 2 failure
|
When conditions permit
- AC GEN2 switch, select OFF then ON
IPS
- Switch the IPS to OFF, wait
approximately 2 seconds, then ON
|
| |
If caution extinguishes If caution remains illuminated

- Switch AC GEN 2 OFF


- Continue flight
- Continue flight
(Loss of IPS redundancy)

Emerg-Malfunc Page IPS8 IPS


Rev. 5
AW139-QRH

AC GENERATOR 1 FAILURE AFTER “BOUT” DISPLAYED

AND AND

This message
will illuminate within
+ + 3 minutes

Aural message “Warning – Warning”


Unmaintained copy – for information only

|
AC GEN 1 failure after “BOUT” displayed
|
- AC GEN 1 switch, select OFF then ON
- Switch IPS to OFF, wait approximately 2 seconds, then ON
|
| |
If warning / cautions If warning / cautions
extinguish remain illuminated

- Switch IPS OFF


- Vacate the icing condition
as soon as practicable - Switch AC GEN 1 & 2 OFF
- Reduce speed to 80 KIAS
- Vacate the icing condition
as soon as possible
- Monitor PI, A/C vibrations.
Maintain 80 KIAS until clear
evidence indicates all ice
accretions have been shed
from MR and TR blades

AC GENERATOR 1 AND AC BUS 1 FAILURE

AND

AND

This message
+ + will illuminate within IPS
3 minutes

|
AC GEN 1 and AC BUS 1 failure
|
- AC GEN 1 switch select OFF
|
- Vacate icing conditions as soon as practicable

IPS Emerg-Malfunc Page IPS9


Rev. 9
AW139-QRH

AC BUS 1 FAILURE

AND

This message
+ + will illuminate within
3 minutes

Unmaintained copy – for information only


|
AC BUS 1 failure
|
- AC GEN 1 switch select OFF
|
- Vacate icing conditions as soon as practicable

AC GENERATOR 2 AND AC BUS 2 FAILURE

AND

AND

This message
+ will illuminate within
3 minutes

AC GEN 2 and AC BUS 2 failure


|
- AC GEN2 switch select OFF
|
- Continue flight
(Loss of IPS redundancy)

IPS

Emerg-Malfunc Page IPS10 IPS


Rev. 9
AW139-QRH

AC BUS 2 FAILURE

This message
AND AND will illuminate within
3 minutes

AC BUS 2 failure
|
- AC GEN2 switch select OFF
Unmaintained copy – for information only

|
- Continue flight
(Loss of IPS redundancy)

AC SHED BUS 1 FAILURE

|
AC SHED BUS 1 failure
(ATRU 1 lost)
|
- Vacate icing conditions as soon as practicable
(Loss of ATRU redundancy, Loss of non critical zones)

AC SHED BUS 2 FAILURE

|
AC SHED BUS 2 failure
(ATRU 2 lost) IPS
|
- Continue flight
(Loss of ATRU redundancy)

IPS Emerg-Malfunc Page IPS10A


Rev. 9
AW139-QRH

DOUBLE ICE DETECTOR FAILURE

+ —,— — displayed on IPS


ICE SEVERITY window

Both Ice Detectors failed

- Switch IPS to OFF, wait approximately


2 seconds then switch ON

Unmaintained copy – for information only


If cautions do not extinguish
the system continues to function
using a default LWC value of 0.8 g/m³

- Continue flight, monitoring the


SLD marker for type of ice being
encountered and A/C vibrations.
Consider use of IPS MAN mode
page IPS13

If PI and A/C vibrations return to normal values

- Select IPS AUTO/MAN switch to AUTO mode

- Consider whether to vacate


icing conditions.

IPS

Emerg-Malfunc Page IPS10B IPS


Rev. 9
AW139-QRH

DOUBLE OAT SENSOR FAILURE

+ —,— — displayed on IPS


AND
ICE SEVERITY window

Failure of both OAT signals to IPS


and consequent loss of Ice Detectors
Unmaintained copy – for information only

- Switch IPS to OFF, wait approximately


2 seconds then switch ON

If cautions do not extinguish


the system continues to function
using a default OAT of -12°C and
LWC of 0.8 g/m3

- Continue flight, monitoring OAT


on Standby instrument and SLD
accretion for type of ice being
accreted and A/C vibrations.
Consider use of IPS MAN mode
page IPS13

If PI and A/C vibrations return to normal values

- Select IPS AUTO/MAN switch to AUTO mode

- Consider whether to vacate


icing conditions

IPS

IPS Emerg-Malfunc Page IPS11


Rev. 5
AW139-QRH

DOUBLE WINDSHIELD HEATER FAILURE

Pilot and copilot windshield heater failure

- Switch IPS to OFF, wait approximately

Unmaintained copy – for information only


2 seconds then switch ON

If cautions do not extinguish

- Continue flight
Exit icing conditions if visibility
through windscreen unacceptable.
If forward visibility severly degraded,
consider opening the storm window
to enhance vision for landing

IPS TEMP CAPTION

IPS mode switched to MAN


and OAT greater than +4°C

- Check if the ambient conditions require


the IPS MAN mode
If not, switch IPS to AUTO or OFF

- If message extinguishes - If message remains


IPS

- Continue flight - Switch IPS OFF


- Switch AC GEN 1
& 2 OFF

CAUTION
Use of IPS in Manual mode above +4°C could damage the
blades.

Emerg-Malfunc Page IPS12 IPS


Rev. 5
AW139-QRH

USE OF IPS MAN MODE

IPS mode switched to MAN

- Continue flight
Unmaintained copy – for information only

CAUTION
Pilot should be aware that a prolonged use of IPS
in Manual Mode can cause “runback ice”, which
can give steady torque rise. In this case reduce
speed to 80 KIAS and vacate icing condition as
soon as possible.
Monitor PI, A/C vibrations, OAT and SLD marker.

IPS PANEL FAILURE MESSAGES


The IPS panel ICE SEVERITY window can display the following error codes,
either during the system pre-flight test or in flight (code is illuminated for 20
seconds).
On Ground
CHK .........................................................- Flight in icing may be commenced
(Loss of redundancy of W/S and/or
TR blades temperature sensors)
CH A - Panel Ch.A failure................................................ - Do not commence
flight in icing conditions
CH B - Panel Ch.B failure................................................ - Do not commence
flight in icing conditions
BOUT .............................................................................. - Do not commence
flight in icing conditions
—,— — ............................................................................ - Do not commence
flight in icing conditions
In Flight
IPS
CH A - Panel Ch.A failure...................................................... - Continue flight
CH B - Panel Ch.B failure...................................................... - Continue flight
CHK ........................................................................................ - Continue flight
(Loss of redundancy of W/S and/or
TR blades temperature sensors)
BOUT .................................................................................... - Continue flight
(Loss of IPS redundancy)
—,— — ...............................................................................See page IPS10B

IPS Emerg-Malfunc Page IPS13


Rev. 9
AW139-QRH

IPS PANEL FAILURE


Loss of all IPS Panel indications

IPS panel power failure and/or


internal failure

On Ground In Flight
| |
- IPS ON/OFF switch OFF - Reduce speed to 80 KIAS
- AC GEN1 & AC GEN2 - Vacate icing conditions
switches OFF as soon as possible

Unmaintained copy – for information only


| |
- When out of icing conditions
- Operation in icing conditions - IPS ON/OFF switch OFF
is not permitted - AC GEN1 & AC GEN2
switches OFF
- Monitor PI, A/C vibrations.
Maintain 80 KIAS until clear
evidence indicates all ice
accretions have been shed
from MR and TR blades

ICB DATA FAILURE

DATA
IPS panel not receiving data from ICB

- Switch IPS to OFF, wait approximately


2 seconds then switch ON

If caution does not extinguish

On Ground In Flight
| |
- IPS ON/OFF switch OFF - Reduce speed to 80 KIAS
- AC GEN1 & AC GEN2 - Vacate icing conditions
switches OFF as soon as possible
IPS
|
|
- When out of icing conditions
- Operation in icing conditions - IPS ON/OFF switch OFF
is not permitted - AC GEN1 & AC GEN2
switches OFF
- Monitor PI, A/C vibrations.
Maintain 80 KIAS until clear
evidence indicates all ice
accretions have been shed
from MR and TR blades

Emerg-Malfunc Page IPS14 IPS


Rev. 5
AW139-QRH

LIMITED ICE PROTECTION SYSTEM (LIPS)

PILOT ACTIONS IN CASE OF SEVERE ICE


ENCOUNTERS LIPS2
ICING CONDITION LIPS2
TIME LIMIT IN ICE LIPS3
IPS SYSTEM FAIL LIPS3
AC GENERATOR FAILURE LIPS3
AC GENERATOR AND AC BUS FAILURE OR AC BUS
FAILURE LIPS4
Unmaintained copy – for information only

DOUBLE DC GENERATOR FAILURE LIPS5


ICE DETECTORS OFF LIPS6
SINGLE ICE DETECTOR FAILURE LIPS6
SINGLE WINDSHIELD HEATER FAILURE LIPS7
DOUBLE ICE DETECTOR FAILURE LIPS7
DOUBLE WINDSHIELD HEATER FAILURE LIPS8
SINGLE WINDSHIELD HEATER DEGRADED LIPS9
DOUBLE WINDSHIELD HEATER DEGRADED LIPS9
LIPS PANEL MESSAGES LIPS10

LIPS

Limited IPS Emerg-Malfunc Page LIPS1


Rev. 6
AW139-QRH

PILOT ACTIONS IN CASE OF SEVERE ICE ENCOUNTERS

Severe icing conditions are indicated by some or all of the following:


• High PI rise (>30% above normal for flight condition)

• High LWC (>1.5 g/m3)


• Heavy amounts of water streaming across windscreens
• Evidence of SLD (ice forming on sides of aircraft, SLD Marker)

Unmaintained copy – for information only


• Increase in vibration
• Tendency for significant speed loss

Actions:
• Reduce speed to 80 KIAS
• Select 102% NR
• Use up to 110% PI
• Check for system failures
• Vacating icing conditions immediately

CAS CAUTION (ON MFD)

ICING CONDITION

ICE CONDITION

When caution illuminated continuously


Time limited icing zone entered

- Continue flight monitoring


LIPS TIME IN ICE, PI values, SLD marker
and aircraft vibrations.
Prepare to change flight condition
to reduce ice severity or vacate icing

Emerg-Malfunc Page LIPS2 Limited IPS


Rev. 6
AW139-QRH

TIME LIMIT IN ICE

ICE LIMIT + ICE CONDITION

Maximum Time in Limited Ice reached


or flight in the ‘VACATE ZONE’

- When caution remains illuminated


Unmaintained copy – for information only

Manoeuvre to a reduced icing condition


or vacate icing as soon as possible

IPS SYSTEM FAIL

IPS FAIL

LIPS control box has failed,


AC power not available to LIPS or
OAT 1 and 2 data to ICB are lost

- Vacate the icing condition


as soon as possible

AC GENERATOR FAILURE
AC GEN
AND

IPS FAIL
|
AC GEN failure
(No AC power available to IPS)
|
- AC GEN switch, select OFF then ON
LIPS
|
| |
If cautions extinguishes If cautions remain
illuminated
- Continue flight
- Switch AC GEN OFF
- Vacate the icing condition
as soon as possible

Limited IPS Emerg-Malfunc Page LIPS3


Rev. 6
AW139-QRH

AC GENERATOR AND AC BUS FAILURE OR AC BUS FAILURE

AC GEN
AND or AC GEN BUS

AC GEN BUS

AND

IPS FAIL

Unmaintained copy – for information only


AC GEN and/or AC BUS failure

- AC GEN switch, select OFF then ON


|
| |
If cautions extinguishes If cautions remain
illuminated
- Continue flight
- Switch AC GEN OFF
- Vacate the icing condition
as soon as possible

LIPS

Emerg-Malfunc Page LIPS4 Limited IPS


Rev. 6
AW139-QRH

DOUBLE DC GENERATOR FAILURE


The following assumes the DC BUS FAIL procedures, presented in Section 3
of the Basic Manual, have been followed and MAIN BUS 1 is confirmed as lost

1 WSHLD HTR FAIL


AND
1 ICE DET FAIL
+
Unmaintained copy – for information only

Loss of all LIPS Ice condition panel


LWC and TIME IN ICE indications

LIPS condition panel and 1 ICE DET


power failure and/or internal failure

- Continue flight
LIPS condition panel not
available.

If NOT in icing conditions If in icing conditions

- Do not enter icing - Consider vacating


conditions icing conditions

- Monitor ICE CONDITION


and ICE LIMIT cautions

If ICE CONDITION caution


illuminates continuously or
ICE CONDITION and
ICE LIMIT caution
illuminate

- Vacate icing conditions


as soon as possible LIPS

Limited IPS Emerg-Malfunc Page LIPS5


Rev. 6
AW139-QRH

ICE DETECTORS OFF

1-2 ICE DET OFF

Both Ice Detectors OFF with OAT


less than or equal to +4°C

Unmaintained copy – for information only


- Switch ICE DET ON
- Switch AC GEN ON
- Switch WSHLD ON

If cautions extinguish If cautions remain


illuminated

- Continue flight
- Do NOT enter icing conditions
or
- Vacate icing conditions
as soon as possible

SINGLE ICE DETECTOR FAILURE

1 ICE DET FAIL 2 ICE DET FAIL

or
Ice Detector N°1 failed Ice Detector N°2 failed

LIPS
- Continue flight - Continue flight

Emerg-Malfunc Page LIPS6 Limited IPS


Rev. 6
AW139-QRH

SINGLE WINDSHIELD HEATER FAILURE

1 WSHLD HTR FAIL 2 WSHLD HTR FAIL


or
Copilot windshield heater failure Pilot windshield heater failure

- Continue flight - Continue flight


Unmaintained copy – for information only

DOUBLE ICE DETECTOR FAILURE

1-2 ICE DET FAIL + —,— — displayed on IPS


ICE SEVERITY window

Both Ice Detectors failed

- Do NOT enter icing conditions


or
- Vacate icing conditions
as soon as possible

LIPS

Limited IPS Emerg-Malfunc Page LIPS7


Rev. 6
AW139-QRH

DOUBLE WINDSHIELD HEATER FAILURE

1-2 WSHLD HTR FAIL

Pilot and copilot windshield heater failure or


LIPS ICB communication failure

Note

Unmaintained copy – for information only


Be aware when the SYS TEST is activated the TIME IN ICE
indication is reset. Take note of the TIME IN ICE indication
prior to selecting SYS TEST.

- Select and hold the ICE DET ON/


OFF/SYS TST switch to SYS TEST,
confirm following cautions illuminate:
2 ICE DET FAIL
1 ICE DET FAIL
IPS FAIL
ICE CONDITION
ICE LIMIT

If cautions do not illuminate If cautions illuminate

IPS failure - Continue flight


Confirm, by touching
windshields they are
- Vacate icing conditions being heated.
as soon as possible Vacate icing conditions if
visibility through
windscreen unacceptable
or ICE LIMIT caution
illuminates

LIPS

Emerg-Malfunc Page LIPS8 Limited IPS


Rev. 6
AW139-QRH

SINGLE WINDSHIELD HEATER DEGRADED

1 WSHLD HTR DEGR or 2 WSHLD HTR DEGR

Copilot windshield heater degraded Pilot windshield heater degraded

- Continue flight - Continue flight


Unmaintained copy – for information only

DOUBLE WINDSHIELD HEATER DEGRADED

1-2 WSHLD HTR DEGR

Pilot and copilot windshield heater degraded

- Continue flight
Vacate icing conditions if visibility
through windscreen unacceptable.
If forward visibility severly degraded,
consider opening the storm window
to enhance vision for landing

LIPS

Limited IPS Emerg-Malfunc Page LIPS9


Rev. 6
AW139-QRH

LIPS PANEL MESSAGES


The LIPS panel SEVERITY and TIME window can display the follow-
ing error codes, either during the system pre-flight test or in flight.
(SEVERITY windows displays ice detector messages and TIME win-
dow displays windshield messages). They are displayed with ascend-
ing priority order as shown in the following list.

SEVERITY TIME
System Status
window window

Unmaintained copy – for information only


### ### LIPS panel test in progress
IPS TEST LIPS system test in progress
PNL FAIL LIPS panel failed
-.-- Both ice detectors failed
--- All four IPS control box channels failed
WARM/UP Ice detectors in warm up phase
CHA/ Loss of system Channel A, loss of
FAIL redundancy (Displayed on ground only)
CHB/ Loss of system Channel B, loss of
FAIL redundancy (Displayed on ground only)
ICE DET 1, Maintenance Required
MNT1
(Displayed on ground only)
Loss of one sensor in windshield 1 (copilot)
MNT1 (Displayed on ground only)
ICE DET 2, Maintenance Required
MNT2
(Displayed on ground only)
Loss of one sensor in windshield 2 (pilot)
MNT2 (Displayed on ground only)
MNT1/ ICE DET 1 & 2 Maintenance Required
MNT2 (Displayed on ground only)
MNT1/ Loss of one sensor in windshield 1 & 2
MNT2 (Displayed on ground only)
LIPS

Emerg-Malfunc Page LIPS10 Limited IPS


Rev. 6
AW139-QRH

PFD AND MFD DISPLAY MESSAGES (PFD/MFD MSGS)


ATTITUDE DISPLAY FAILURE

loss of attitude data and slip skid ATT


indicator on associated attitude display FAIL

- On RCP move AHRS switch to other AHRS


(1 = Copilot side, 2 = Pilot side)

AHRS1(2) illuminates on attitude indicator


to highlight both attitude indicators
are using the same source data
Unmaintained copy – for information only

- Compare frequently PFD attitude


with STANDBY attitude indicator

ICN-39-A-153000-A-00003-00834-A-01-1

HEADING DISPLAY FAILURE

HDG loss of heading data


on associated HSI display
FAIL

- On RCP move AHRS switch to other AHRS


(1 = Copilot side, 2 = Pilot side)

AHRS1(2) + MAG1(2) or DG1(2)


illuminates on PFD to highlight both attitude
indicators are using the same source data
PFD/MFD
MSGs
- Compare frequently PFD heading with STANDBY Compass

Rev. 2 Emerg-Malfunc Page 89


AW139-QRH

ADS FAILURE

Unmaintained copy – for information only


ICN-39-A-153000-A-00003-00837-A-01-1

on affected indicators and


loss of data on:
Airspeed and/or
Altitude and/or
Vertical Speed
displays on PFD

Failure of ADS system

- On RCP move ADS switch to other ADS


(1 = Copilot side, 2 = Pilot side)

illuminates on attitude
ADS1(2)
indicator to highlight
both air data indicators systems
are using the same source data

- Compare frequently PFD data


with STANDBY indicator

PFD/MFD
MSGs

Emerg-Malfunc Page 90 Rev. 2


AW139-QRH

CAS WARNING AND CAUTION MESSAGE LIST DISCREPANCY


Unmaintained copy – for information only

ICN-39-A-153000-A-00003-00854-A-01-1

1(2) CASMSCP or 1(2) CASMSCP on PFD display

MAU 1 (MAU 2) CAS WARNING or CAUTION


message list has discrepencies

- Pilot press “ENTER” key on CCD


while symbol is displayed adjacent
the caption to toggle between CAS LIST 1 and 2.
Confirm which message(s) are giving the
‘MISCOMPARE’

PFD/MFD
MSGs

Emerg-Malfunc Page 91
AW139-QRH

MAU MESSAGE ON PFD

CAUTION
In case of MAU 1(2) failure, do
not use electrical and hydraulic
synoptic page information.

Unmaintained copy – for information only


ICN-39-A-153000-A-00003-00839-A-01-1

1(2) MAU message displayed on PFD without multiple


CAS cautions being generated

Associated MAU degraded

- No pilot action

If 1(2) MAU message combined with multiple CAS cautions


being generated then MAU1(2) has failed, carry
out the following essential actions before
continuing to the list of cautions:
(For MAU failure with FD engaged see also page 44 )

- Continue flight attentive


- On RCP move ADS switch to non failed ADS
- Reduce speed to 140 KIAS, level flight,
or 100 KIAS and 1000fpm in climb
- Below 500ft AGL fly manually
- Compare frequently PFD data
with STANDBY indicator.

1 MAU failure will be associated with the


following CAS cautions:
AVIONIC FAULT page 48
1 AP FAIL page 37
PFD/MFD AFCS DEGRADED page 41
MSGs 1 ADS FAIL page 46
1 FMS FAIL page 51
1 PITOT FAIL (only if 1 PITOT HEATER
switch OFF) page 83
FDR FAIL page 50

Procedure continues on next page

Emerg-Malfunc Page 92 Rev. 2


AW139-QRH

MAU MESSAGE ON PDF (CONT)

Continues from previous page

and secondary power plant parameters not valid (amber dashed):


MGB OIL TEMP, MGB OIL PRESS
1 HYD OIL TEMP, 1 HYD OIL PRESS
1 ENG OIL TEMP, 1 ENG OIL PRESS
1 FUEL PUMP, MAIN BUS 2 VOLT
ESS BUS 1 VOLT, DC GEN 1 AMP,
NON ESS BUS 1, AUX BATTERY AMP
Unmaintained copy – for information only

Loss of redundancy in backup engine parameters N°1 engine


Loss of redundancy in monitor warning functions N°1
Loss of redundancy of MCDU 1 Primary Radio Control
CAS Cautions NOT Available CAS Advisories NOT Available
1 ENG OIL TEMP LANDING LT ON
EMERG LDG PRESS EXT PWR READY
MAIN BATT OFF FWD VENT
EXT PWR DOOR
1 PITOT HEAT OFF
1 WOW FAIL CAUTION
1 MCDU OVHT
In case of MAU 1(2) failure,
1 MAU OVHT
1 ECL FAIL do not use electrical and
1 ECL POS hydraulic synoptic page infor-
1 FUEL HEATER mation.
1 FUEL ICING

failure will be associated with the


2 MAU
following CAS cautions:
AVIONIC FAULT page 48
2 AP FAIL page 37
AFCS DEGRADED page 41
2 ADS FAIL page 46
2 FMS FAIL page 51
AWG FAIL page 47
GPS FAIL page 51
2 PITOT FAIL (only if 2 PITOT HEATER PFD/MFD
switch OFF) page 83 MSGs

Procedure continues on next page

Rev. 2 Emerg-Malfunc Page 93


AW139-QRH

MAU MESSAGE ON PDF (CONT)


Continues from previous page

and secondary power plant parameters not valid (amber dashed):


IGB OIL TEMP, TGB OIL TEMP
2 HYD OIL TEMP, 2 HYD OIL PRESS
2 ENG OIL TEMP, 2 ENG OIL PRESS
2 FUEL PUMP, MAIN BUS 1 VOLT
ESS BUS 2 VOLT, DC GEN 2 AMP,
NON ESS BUS 2, MAIN BATTERY AMP
Loss of redundancy in backup engine parameters N°2 engine

Unmaintained copy – for information only


Loss of redundancy in monitor warning functions N°2
Loss of redundancy of MCDU 2 Primary Radio Control

CAS Cautions NOT Available CAS Advisories NOT Available


2 ENG OIL TEMP LDG EMER DOWN
TGB OIL TEMP EXT PWR ON
IGB OIL TEMP PARK BRK ON
AUX BATT OFF SEARCH LT ON
2 PITOT HEAT OFF
2 WOW FAIL CAUTION
2 MCDU OVHT
2 MAU OVHT In case of MAU 1(2) failure,
2 ECL FAIL do not use electrical and
2 ECL POS hydraulic synoptic page infor-
2 FUEL HEATER mation.
2 FUEL ICING

PFD/MFD
MSGs

Emerg-Malfunc Page 94
AW139-QRH

DISPLAY UNIT GRAPHIC MALFUNCTION


Unmaintained copy – for information only

ICN-39-A-153000-A-00003-00840-A-01-1

1(2)(3)(4) DU on attitude indicator

On associated display unit,


possible misleading/loss of graphics data.

- Revert unaffected DU to Composite


Mode by switching associated RCP
switch to functioning DU

PFD/MFD
MSGs

Emerg-Malfunc Page 95
AW139-QRH

2.5 MINUTE RATING MESSAGE ON PFD

displayed on side of PI and


2.5 m
between NG and ITT indicators

Engine within OEI 2.5


minute rating
blinking inverse video
2.5 m displayed on side of PI and
between NG and ITT indicators

Engine within 10 sec of exceeding

Unmaintained copy – for information only


OEI 2.5 minute rating

steady inverse video


2.5 m displayed on side of PI and
between NG and ITT indicators
+
1(2) ENG LIM EXPIRE on CAS

Engine has exceeded


OEI 2.5 minute time rating

- Reduce power to below


the OEI 2.5 minute rating
(140% PI on PFD)
(140%TQ, 775°C, 102.4%NG on MFD)
as soon as flight conditions permit

- Continue flight respecting engine ratings

DECISION HEIGHT CAPTION

on attitude indicator

RAD ALT height between


decision height (DH) and
MIN on attitude indicator
DH+100ft

RAD ALT height equal or lower


than decision height (DH) setting
PFD/MFD
MSGs
- Action according to operational situation

Emerg-Malfunc Page 96 Rev. 2


AW139-QRH

AHRS MISCOMPARE

ATT or PITCH or ROLL or HDG

on attitude/HSI indicator

Miscompare between AHRS 1 and 2 information.


(±5° Pitch, ±6° Roll, ±10° Heading)

- By comparison with Standby instruments establish which AHRS


is providing correct data and switch to this on RCP, if required
Unmaintained copy – for information only

ADS MISCOMPARE

ALT and / or IAS


on altitude tape on airspeed tape

Miscompare between ADS 1 and 2 information.


(±150ft for ALT, ±20kts for IAS)

- By comparison with Standy instrument establish which ADS


is providing correct data and switch to this on RCP, if required

LOC/GS MISCOMPARE

LOC on PFD HSI display


and / or
GS on PFD attitude indicator display

Miscompare between LOC Lateral and/or Glideslope vertical deviation.

- Compare the Pilot and Copilot NAV indications


to establish the correct data.

PFD/MFD
MSGs

Rev. 5 Emerg-Malfunc Page 97


AW139-QRH

FLIGHT DIRECTOR FAILURE


No CAS Warning or Caution messages are generated to indicate FD mal-
functions. However indication on both PFD displays indicate the state of the
flight director system.
SINGLE FLIGHT DIRECTOR FAILURE
replaces green arrow above
or
attitude indicator on PFD

At least one On-side flight director


parameter invalid

Unmaintained copy – for information only


- Confirm which parameter(s) are invalid
- Either select functioning cross side parameter
on RCP panel or select cross side PFD on
Guidance Controller.

DUAL FLIGHT DIRECTOR FAILURE

FD FAIL replaces FD arrow above attitude


indicator on both PFD’s
+
loss of flight director bars and information

Both Flight Directors invalid

- Flight Director not available

SINGLE RAD ALT FAILURE WITH RHT (OR SAR MODES) ENGAGED

RAD1(2) Message beside RAD ALT display.


on both PFD’s

Rad Alt 2 (1) failed and automatic reconfiguration


to functioning Rad Alt.
Message highlights both Rad Alt
indicators are using the same source

- Continue flight attentive


Loss of Rad Alt redundancy
No effect on Rad Alt dependant
PFD/MFD modes functionality
MSGs
CAUTION
When either RAD ALT fails, the LANDING GEAR
CAS caution and associated audio message may
activate erroneously when the aircraft is above
150 ft AGL and the LDG GEAR is retracted.

Emerg-Malfunc Page 98 Rev. 10


AW139-QRH

DOUBLE RAD ALT FAILURE WITH RHT (OR SAR MODES) ENGAGED
Message replaces RAD ALT height
RAD information on both PFD’s
RHT and SAR modes disengage
with audio chime

Failure of both RAD ALT systems

- Continue flight
• RAD ALT functioning is lost
• RHT, TDH, TD, TU, MOT modes and ALVL not available
Unmaintained copy – for information only

• Collective Safety Fly Up function not available


• MIN message is inactive
• ‘CHECK HEIGHT’ aural warning inactive

Note
If RHT mode engaged, ALT will automatically
engage 5 seconds after RAD failure indication.

CAUTION
When both RAD ALT’s fail, the 150 ft aural warn-
ing message does not function and the LANDING
GEAR caution will be displayed if the LDG GEAR
is retracted, regardless of height.

RAD ALT MISCOMPARE WITH RHT (OR SAR MODES) ENGAGED

RAD on RAD ALT display


RHT and SAR modes, if engaged,
disengages with audio chime

Miscompare between MAU 1 and 2 RAD ALT information.


(single RAD ALT) or RAD ALT 1 and 2 (dual RAD ALT)

- Compare the Pilot and Copilot RAD ALT indications and/or


outside visual references to establish the correct data.
- Continue flight
RHT, TDH, TD, TU, MOT modes and Safety Fly-Up
function not available while message displayed

Note
If RHT mode engaged, ALT will automatically PFD/MFD
engage 5 seconds after RAD failure indication. MSGs

Emerg-Malfunc Page 99
AW139-QRH

VERTICAL TRACK ALERT CAPTION

VTA on attitude indicator during


VGP approach when RAD ALT
height between Missed Approach
Point (MAP) and MAP+100 ft (30m).
This caption only appears when
the MAP is higher than 150 ft (46m) AGL.
The VGP will disengage, with chime,
at the MAP

Be aware that the ALVL mode will not engage


when the MAP is above 150 ft AGL

Unmaintained copy – for information only


GROUNDSPEED VELOCITY FAIL

Message below and to left of compass display


VEL FAIL Velocity vector, on hover display, removed
GS digital readout source changes to FMS (F)
HOV and SAR Mode (except TD)
disengage, if engaged

Failure of valid velocity data


from both AHRS

- Continue flight
HOV and SAR modes (except TD) not available

GROUNDSPEED VELOCITY MISCOMPARE


(EPIC Phase 5, or later)
Message below and to left of compass
VEL display

Miscompare between AHRS 1 & 2


velocity data (2 kts or greater)
when groundspeed below 20 kts

- Compare PFD indications


PFD/MFD
MSGs

- Continue flight
If fault on coupled side AHRS
aircraft may be affected
by drift in HOV or SAR modes

Emerg-Malfunc Page 100 Rev. 20


AW139-QRH

HEIGHT LIMIT CAPTION


(EPIC Phase 5 or later)

Message left of attitude indicator


HTLM
on both PFD’s

Aircraft passed Safety Height


and/or Ultimate Fly Up Limit.
Safety Fly-Up function activated, if any
collective mode engaged and coupled
Unmaintained copy – for information only

- Monitor height

OAT SENSOR MISCOMPARE


(EPIC Phase 5 or later)

OAT ## °C OAT displayed in amber on PFD

Miscompare between the two Outside


Air Temperature probes is 6°C or greater

- Continue flight
Use OAT standby instrument

PFD/MFD
MSGs

Rev. 20 Emerg-Malfunc Page 101


AW139-QRH

FMS MESSAGES (PFD/MFD MSGS)


DEAD RECKONING (DR)
DR is an alerting (amber) annunciator. This annunciator is displayed when
operating in the DR mode for longer than 2 minutes. The DR mode is
defined as the loss of radio updating and all other position sensors (GPS).
DEGRADED (DGR)
DGR is an alerting (amber) annunciator. This annunciator is displayed
when the FMS cannot guarantee the position accuracy for the present
phase of flight due to sensor availability. Practically the annunciator
appears when the EPU (estimated position uncertainty) is greater than RNP

Unmaintained copy – for information only


(required navigation performance). Default RNP is 1.0 for Departure and
Arrival, 2.0 for en-route and 0.3 for approach.
Approved sensors for the different flight phases are indicated on the follow-
ing table.

Approved Sensors
Flight Phase (Navigation Mode)
GPS DME- VOR/
DME DME
Departure or Terminal X X X
Enroute X X X
VOR/DME or VOR Approach X X X
GPS Approach X
NDB Approach X X
UNABLE RNP
If EPU (Estimated Position Uncertainty) show a value greater than the RNP
(Required Navigation Performance) required for the current navigation
phase (i.e. DGR message) a UNABLE RNP message will appear on the
MCDU scratch pad and a MSG caption on the PFD.
Continue navigation using the GPS equipment or reverse to an alternate
means of navigation appropriate to the route and phase of flight. When con-
tinuing to use GPS navigation, position should be verified every 15 minutes
using another IFR-approved navigation system.

PFD/MFD
MSGs

Emerg-Malfunc Page 102 Rev. 20


AW139-QRH

ROTOR AND TRANSMISSION (ROTOR XMSN)


ROTOR SPEED SELECTOR

RPM SELECT

RPM Select switch malfunction

On Ground prior T-O During CAT A


Approach
If RPM If RPM
below 102% at 102% If RPM less
Unmaintained copy – for information only

In Cruise than 102%


- CAT A - CAT A can
be executed. with RPM select
cannot at 100%
be executed Max flight - CAT A perf,
speed in case of
90KIAS engine failure,
If RPM If RPM
cannot be
below 102% at 102%
assumed
- Continue - Continue
flight flight
- Reduce speed
to 90KIAS

MAIN GEARBOX OVERTORQUE

XMSN OVTQ

Transmission TQ limit exceeded,


Take Off rating 5 min limit
(either engine above 110%)
or 2.5 Min OEI limit (160%)

- Confirm engine torque values

If due to excessive If one engine in


power demand overtorque condition

- Reduce collective until - Reduce collective until


torque within limits, as caption extinguishes
soon as operational - Confirm LD-SH switch
conditions permit selected to TORQUE

ROTOR
XMSN

Emerg-Malfunc Page 103


AW139-QRH

MAIN GEARBOX CHIP DETECTOR

MGB CHIP MAST


or
MGB CHIP SUMP

- Activate CHIP BURNER


It is permitted to activate
the CHIP BURNER up to
3 times to clear a chip

Unmaintained copy – for information only


If CHIP caution clears If CHIP caution remains

- Continue flight - Reduce power as soon


as conditions permit

- Land as soon as practicable

CAUTION
A maximum of 3 chips can be cleared in one flight. On the 4th
CHIP caution Land as soon as practicable.

Note
If MGB CHIP MAST or MGB CHIP SUMP cautions illuminate
when MGB OIL PRESS warning is illuminated the CHIP
BURNER must not be activated.

MAIN GEARBOX OIL FILTER

MGB OIL FILTER

Main gearbox oil filter blockage and in bypass

- Continue flight monitoring MGB oil


pressure and temperature

MAIN GEARBOX OIL LOW

MGB OIL LOW

Main gearbox oil level low. (caution only active


with aircraft shut down and NR below 2%)
ROTOR
XMSN
- Replenish MGB oil before flight

Emerg-Malfunc Page 104


AW139-QRH

MAIN GEARBOX INPUT BEARING TEMPERATURE

1(2) BRG TEMP

Associated MGB engine input bearing over temperature

- Reduce speed to safe OEI flight

- Land as soon as practicable If 1(2) MGB OIL PRESS


caution illuminates
Unmaintained copy – for information only

On affected engine
- Shut down using ENGINE SHUT
DOWN IN EMERGENCY
procedure page 19

- Land as soon as practicable

MAIN GEARBOX INPUT OIL PRESSURE

1(2) MGB OIL PRESS

Associated engine - MGB input oil pressure low,


possible blockage in oil duct to engine - MGB input

- Reduce speed to safe OEI flight

- Land as soon as practicable If 1(2) BRG TEMP


caution illuminates

On affected engine
- Shut down using ENGINE SHUT
DOWN IN EMERGENCY procedure
page 19

- Land as soon as practicable

Note
It is acceptable for the 1(2) MGB OIL PRESS caution to illumi-
nate transiently when accelerating from GI to FLT condition pro-
viding the caution is not illuminated at 100%NR. ROTOR
XMSN

Rev. 4 Emerg-Malfunc Page 105


AW139-QRH

INTERMEDIATE OR TAIL GEARBOX CHIP DETECTOR

IGB CHIP or TGB CHIP

- Activate CHIP BURNER


It is permitted to activate the CHIP BURNER
up to 3 times to clear a chip

If CHIP caution clears If CHIP caution remains

- Continue flight - Reduce power as soon as

Unmaintained copy – for information only


conditions permit

- Land as soon as practicable

CAUTION
A maximum of 3 IGB or 3 TGB chips can be cleared in one
flight. On the 4th CHIP caution Land as soon as practicable.

INTERMEDIATE OR TAIL GEARBOX OIL LOW

IGB OIL LOW or TGB OIL LOW

Associated gearbox oil level low. (caution only active


with aircraft shut down and NR below 2%)

- Replenish oil before flight

INTERMEDIATE GEARBOX OIL TEMPERATURE HIGH

IGB OIL TEMP

IGB oil temperature above limit (greater than109°C)

- Check IGB oil temperature

If oil temperature normal If oil temperature high or invalid

- Continue flight - Reduce power as soon as


monitoring oil operational conditions permit
temperature
- Land as soon as possible
ROTOR
XMSN

Emerg-Malfunc Page 106 Rev. 3


AW139-QRH

TAIL ROTOR GEARBOX OIL TEMPERATURE HIGH

TGB OIL TEMP

TGB oil temperature above limit (greater than 109°C)

- Check TGB oil temperature

If oil temperature normal If oil temperature high or invalid


- Reduce power as soon as
operational conditions permit
Unmaintained copy – for information only

- Continue flight
monitoring oil
temperature - Land as soon as possible

GEARBOX CHIP DETECT UNIT MALFUNCTION

CHIP DET UNIT or CHIP DET TEST

Chip detect system malfunction

On ground In flight
- Shut down aircraft - Monitor transmission system
parameters

- Land as soon as practicable

GEARBOX CHIP DETECTOR SENSOR FAILURE

CHIP MAST FAIL or CHIP SUMP FAIL

or IGB CHIP FAIL or TGB CHIP FAIL

Associated gearbox chip sensor failed

On ground In flight
- Shut down aircraft - Monitor associated gearbox
parameters

- Land as soon as practicable


ROTOR
XMSN

Emerg-Malfunc Page 107


AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

ROTOR
XMSN

Emerg-Malfunc Page 108


AW139-QRH

CAT B SINGLE ENGINE FAILURE PROCEDURES


CATEGORY B SINGLE ENGINE FAILURE IN HOVER (5 TO 10 FT)
1. Collective pitch — Maintain collective pitch setting or lower collective
slightly if required to establish descent.
2. Touchdown — Increase collective to cushion landing as touchdown
becomes imminent.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to minimum. Apply wheel
brakes as required.
CATEGORY B SINGLE ENGINE FAILURE ON TAKE OFF
If gross weight and flight path permit, takeoff and climb out may be continued.
Unmaintained copy – for information only

For a rejected take off carry out the following:


1. Collective pitch — Reduce as necessary to maintain rotor RPM if alti-
tude permits.
2. Cyclic — Make a partial flare to reduce ground speed. Limit
flare to 15° when close to the ground.
3. Collective pitch — Apply to cushion touchdown.
4. Landing — After touchdown centralize cyclic and simulta-
neously reduce collective to minimum.
5. Brakes — Apply wheel brakes to minimize ground roll.
SINGLE ENGINE FAILURE DURING CRUISE
1. Collective — Adjust as necessary to maintain rotor RPM and
torque within limits.
2. Cyclic — Establish Safe OEI flight.
3. Collective — Re-adjust collective to minimize altitude loss by
applying up to maximum OEI power.
4. Engine restart — Consider engine re-start if cause of initial failure
has been determined and corrected. See ENGINE
RESTART IN FLIGHT procedure page 69.
5. Engine — If engine restart fails or no attempt to restart is
made carry out the ENGINE SHUTDOWN IN
EMERGENCY procedure page 19.
CATEGORY B SINGLE ENGINE LANDING
1. Pre-landing — Establish normal approach and carry out
checks pre landing checks.
2. Landing — Orientate the aircraft for an approach into the
direction prevailing wind.
3. Initial point — During the approach, reduce airspeed gradually to
arrive at a point 200 ft above touchdown point with
a rate of descent of no more than 500fpm. Initiate a
deceleration to achieve 30 KIAS at 50 ft. At 50 ft
rotate nose up to a maximum of 20° to decelerate.
4. Collective — Continue deceleration to running touchdown or
hover. Use collective to cushion touchdown. Maxi-
mum nose up attitude on touchdown 15°.
5. Landing — After touchdown, centralize cyclic and reduce col-
lective to minimum. CAT A/B
6. Braking — Apply wheel brakes, as required. PROCS

Rev. 4 Emerg-Malfunc Page 109


AW139-QRH

CAT A SINGLE ENGINE FAILURE PROCEDURES


When Take Off or Landing is carried out from the left hand seat the right
hand pilot should call out rotor speed during the engine failure procedures.
IN HOVER (5 feet ATS) ALL PROCEDURES
1. Collective — Maintain collective pitch setting or lower collective
slightly if required to land.
2. Touchdown — Increase collective to cushion landing as touchdown
becomes imminent. Maximum permitted GS at
touchdown 5 kts.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG. Apply wheel

Unmaintained copy – for information only


brakes if necessary.
4. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
5. PARK BRAKE — As required.

RECOGNIZED IN CLIMB, PRIOR TO TDP (REJECTED TAKE-OFF)


VERTICAL PROCEDURE RTO
1. Collective — Adjust collective gently to stop climb and establish
descent. Maintain the rotor speed close to 100%NR.
2. Cyclic — Adjust pitch attitude as required to maintain position
over the helipad.
3. Touchdown — At approximately 5-10 ft ATS increase collective to
cushion landing as touchdown becomes imminent.
Maximum permitted GS at touchdown 5 kts.
4. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
5. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
6. PARK BRAKE — As required.

SHORT FIELD PROCEDURE RTO


1. Collective — Rotate nose down to a maximum of -20° to obtain
forward speed and commence the descent to the
field. Adjust collective to maintain the rotor droop
within 90%NR.
2. Cyclic — At 50 ft AGL (or approximately 20 ft if TDPE less
than 50 ft AGL) rotate nose up as necessary (maxi-
mum 20°) to decelerate.
3. Touchdown — Continue deceleration to running touchdown or
hover. Use collective to cushion touchdown. Maxi-
mum nose up attitude on touchdown 15°.
4. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
5. Braking — Apply wheel brakes, as required.
6. Engine — On affected engine, carry out ENGINE SHUTDOWN
CAT A/B IN EMERGENCY procedure page 19.
PROCS 7. PARK BRAKE — As required.

Emerg-Malfunc Page 110 Rev. 4


AW139-QRH

BACK UP PROCEDURE RTO


1. Collective — Lower collective gently to stop climb and establish
descent. Maintain rotor speed close to 100%NR.
2. Cyclic — Adjust pitch attitude to -10° nose down to start descent
back to the Take-Off position on heliport/helideck.
3. Touchdown — At approximately 5-10 ft ATS increase collective to
cushion landing as touchdown becomes imminent.
Maximum permitted GS at touchdown 5 kts.
4. Landing — After touchdown, centralize cyclic and simultaneously
reduce collective to MPOG.
5. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
Unmaintained copy – for information only

6. PARK BRAKE — As required.

CLEAR AREA PROCEDURE RTO


1. Collective — Adjust collective to maintain the rotor droop within
90%NR or lower collective slightly, if required, to
establish descent.
2. Cyclic — Adjust pitch attitude as required to reduce speed
below 30 kts GS.
3. Touchdown — At approximately 5-10 ft AGL level aircraft and
increase collective to cushion landing as touchdown
becomes imminent. Maximum nose up attitude at
touchdown 15°.
4. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG. Apply wheel
brakes, as required.
5. Engine — On affected engine, carry out ENGINE SHUT-
DOWN IN EMERGENCY procedure page 19.
6. PARK BRAKE — As required.

CONFINED AREA PROCEDURE RTO


1. Initial action — Initially maintain collective position while applying 2-3
degrees nose down attitude change to commence
movement to helipad.
2. Descent — As aircraft descends, adjust collective to droop NR to
100 % ±1 %NR. Maintain the helipad position in chin
window.
• When left hand pilot flying, right hand pilot call out
rotor speed.
3. Touchdown — At approximately 15 ft ATS increase collective to
cushion landing as touchdown becomes imminent.
Maximum nose up attitude at touchdown, 15 degrees.
Maximum allowed GS at touchdown 5 kts.
4. Landing — After touchdown, lower nose and centralize cyclic and
simultaneously reduce collective to MPOG.
5. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
CAT A/B
6. PARK BRAKE — As required.
PROCS

Rev. 4 Emerg-Malfunc Page 111


AW139-QRH

OFFSHORE & ENHANCED OFFSHORE HELIDECK PROCEDURE RTO


1. Collective/Cyclic — Decrease collective to arrest climb and adjusts pitch
attitude by 2° to 3° nose down to commence vertical
movement toward helideck. Maintain the rotor speed
close to 100%NR.
2. Touchdown — At approximately 5-10 ft ATS increase collective to
cushion landing as touchdown becomes imminent.
Maximum permitted GS at touchdown 5 kts.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
4. Engine — On affected engine, carry out ENGINE SHUT-
DOWN IN EMERGENCY procedure page 19.

Unmaintained copy – for information only


5. PARK BRAKE — As required.

SINGLE ENGINE FAILURE, RECOGNIZED AT/AFTER TDP


(CONTINUED TAKE-OFF)
VERTICAL, SHORT FIELD AND BACK UP PROCEDURES CTO
1. Collective/Cyclic — Rotate nose down to -10° in 1 second. Maintain
control for 1 second. Then recover pitch attitude to 0° in 1
second. Maintain 0° while using collective to droop
NR to minimum of 90% and to set 2.5min power.
2. Acceleration/climb— Maintain pitch attitude at 0° and continue the accel-
eration up to VTOSS (40 KIAS).
3. Climb — When the aircraft achieves VTOSS (40 KIAS) and a
positive rate of climb, adjust pitch attitude to approxi-
mately 5° nose up and lower collective to recover
NR to 102%. Continue climb to 200 ft ATS, with
2.5min power.
4. At 200 ft ATS — Continue climb and accelerate to Vy using 2.5 min
power rating. After achieving Vy, continue to 1000ft
ATS reducing power to OEI MCP rating (140% PI)
when convenient before expiry of the “2.5 m” rating.
5. Landing gear — UP (when reaching Vy).
6. Rotor Speed — Select 100% at Vy.
7. At 1000 ft ATS — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
8. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

CAT A/B
PROCS

Emerg-Malfunc Page 112 Rev. 21


AW139-QRH

CLEAR AREA CTO


1. Collective/Cyclic — Continue the acceleration using collective to droop
NR to minimum of 90% and to set 2.5min power
2. Acceleration/climb — Adjust pitch attitude to 5° nose up and continue
acceleration to VTOSS(50 KIAS).
3. Climb — When the aircraft achieves VTOSS (50 KIAS) and a
positive rate of climb lower collective to recover NR
to 102%. Continue climb with 2.5min power to 200 ft
4. At 200 ft ATS — Accelerate to Vy and continue climbing at 2.5 m
power to 1000 ft AGL. Reduce power to OEI MCP
rating (140% PI) when convenient before expiry of
Unmaintained copy – for information only

the “2.5 m” rating.


5. Landing gear — UP (when reaching Vy).
6. Rotor Speed — Select 100% at Vy.
7. At 1000 ft AGL — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
8. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
CONFINED AREA CTO (STANDARD CLIMB TECHNIQUE)
1. Collective/Cyclic — Rotate nose down to -10° in 1 second. Maintain for
control 1 second. Then recover pitch attitude to 0° in 1
second. Maintain 0° while using collective to droop
NR to minimum of 90% and to set 2.5min power.
2. Acceleration/climb — Maintain pitch attitude at 0° and continue the accel-
eration up to VTOSS (40 KIAS).
3. Climb — When the aircraft achieves VTOSS (40 KIAS) and a
positive rate of climb, adjust pitch attitude to approxi-
mately 5° nose up and lower collective to recover
NR to 102%. Continue climb to 200 ft or TDP
height+100 ft ATS, with 2.5min power.
4. At 200 ft ATS (or — Continue climb and accelerate to Vy using 2.5 min
TDP height +100 ft) power rating. After achieving Vy, continue to 1000 ft
AGL reducing power to OEI MCP rating (140% PI)
when convenient before expiry of the “2.5 m” rating.
5. Landing gear — UP (when reaching Vy).
6. Rotor Speed — Select 100% at Vy.
7. At 1000 ft ATS — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
8. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

CAT A/B
PROCS

Rev. 4 Emerg-Malfunc Page 113


AW139-QRH

CONFINED AREA CTO (ALTERNATIVE CLIMB TECHNIQUE)

1. Collective/Cyclic — Rotate nose down to -10° in 1 second. Maintain for


control 1 second. Then recover pitch attitude to 0° in 1 sec-
ond. Maintain 0° while using collective to droop NR
to minimum of 90% and to set 2.5min power.
2. Acceleration/climb— Maintain pitch attitude at 0° and continue the acceler-
ation up to VTOSS (40 KIAS).
3. Climb — When the aircraft achieves VTOSS (40 KIAS) and a
positive rate of climb continue acceleration to 60 KIAS
adjust pitch attitude to approximately 5° nose up and
lower collective to recover NR to 102%. Continue

Unmaintained copy – for information only


climb at 60 KIAS using 2.5 min power rating to 1000 ft
ATS. At 1000 ft ATS accelerate to Vy. Reduce power
to OEI MCP rating (140% PI) when convenient before
expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching 60 KIAS but not before 200 ft ATS)
5. Rotor Speed — Select 100% at 1000 ft ATS
6. At 1000 ft ATS — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
7. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not illu-
minated on CAS.
8. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

OFFSHORE HELIPAD CTO (STANDARD CLIMB TECHNIQUE)


1. Collective control — Maintain collective and continue climb to 30 ft ATS.
2. At 30 ft ATS cyclic/ — Rotate nose down to -10° in 1 second.
collective control Maintain -10° for 1 second, then recover pitch atti-
tude to 0°. Use collective to droop NR to minimum
of 90% and to set 2.5min power.
3. Acceleration/climb— Maintain pitch attitude at 0° and continue the accel-
eration up to VTOSS (40 KIAS).
4. Climb — When the aircraft achieves VTOSS (40 KIAS), adjust
pitch attitude to approximately 5° nose up and lower
collective to recover NR to 102%. Continue climb to
200 ft ATS, with 2.5min power.
5. At 200 ft ATS — Continue climb and accelerate to Vy using 2.5 min
power rating. After achieving Vy, continue to 1000ft
ATS, or as required, reducing power to OEI MCP
rating (140% PI) when convenient before expiry of
the “2.5 m” rating.
6. Rotor Speed — Select 100% at Vy.
7. Landing gear — UP (when reaching Vy).
8. At 1000 ft ATS, or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19
9. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
CAT A/B 10.MFD — During OEI cruise every 30 minutes select PWR
PROCS PLANT page to verify engine normal operation.

Emerg-Malfunc Page 114 Rev. 4


AW139-QRH

OFFSHORE HELIPAD CTO (ALTERNATIVE CLIMB TECHNIQUE)


1. Collective control — Maintain collective and continue climb to 30 ft ATS.
2. At 30 ft ATS cyclic/ — Rotate nose down to -10° in 1 second.
collective control Maintain -10° for 1 second, then recover pitch atti-
tude to 0°. Use collective to droop NR to minimum
of 90% and to set 2.5min power.
3. Acceleration/climb— Maintain pitch attitude at 0° and continue the accel-
eration up to VTOSS (40 KIAS).
4. Climb — When the aircraft achieves VTOSS (40 KIAS) con-
tinue acceleration to 60 KIAS, adjust pitch attitude to
approximately 5° nose up and lower collective to
recover NR to 102%. Continue climb at 60 KIAS
Unmaintained copy – for information only

using 2.5min power rating to 1000 ft (300 m) ATS, or


as required. At 1000 ft (300 m) ATS accelerate to Vy.
Reduce power to OEI MCP rating (140% PI) when
convenient before expiry of the “2.5 m” rating.
5. Landing gear — UP (when reaching 60 KIAS but not below 200 ft
ATS))
6. Rotor Speed — Select 100% at 1000 ft (300 m) ATS.
7. At 1000 ft ATS, or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19.
8. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

CAUTION
Following an engine failure after TDP an OEI Landing, using the
Offshore Helideck Level Approach Landing Procedure, is not
possible. If a helideck landing is required the Offshore Descend-
ing Approach Procedure and WAT weight (maximum 6400 kg)
should be used.

ENHANCED OFFSHORE HELIDECK CTO


1. Collective control — Continue nose down rotation to -10° to acceler-
ate to 25 kts GS using collective to droop NR to
a minimum of 90% and to set 2.5 min power.
• PNF calls out rotor speed
2. At 20 kts GS — PNF calls ‘Approaching 25 kts’.
3. At 25 kts — Rotate noe up to +5° and continue accelerate to
VTOSS (40 KIAS).
4. Climb — When the aircraft achieves VTOSS (40 KIAS) con-
tinue acceleration to VCOSS, and lower collective to
recover NR to 102%. Continue climb at VCOSS using
2.5min power rating to 1000 ft (300 m) ATS, or cruise
altitude if lower and accelerate to Vy. Reduce power
to OEI MCP rating (140% PI) when convenient
before expiry of the “2.5 m” rating. CAT A/B
5. Landing gear — UP (when reaching VCOSS but not below 200 ft ATS) PROCS

Rev. 21 Emerg-Malfunc Page 114A


AW139-QRH

6. Rotor Speed — Select 100% at 1000 ft (300 m) ATS or cruise altitude


if lower.
7. At 1000 ft ATS, or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN AN EMERGENCY procedure page 19.
8. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
9. LDG LT & — OFF (if used)
LDG LT2 switches
10.Compass — Select MAG
controller
11.MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

Unmaintained copy – for information only


SINGLE ENGINE FAILURE DURING CRUISE
1. Collective — Adjust as necessary to maintain rotor RPM and
torque within limits.
2. Cyclic — Establish Safe OEI flight.
3. Collective — Re-adjust collective to minimize altitude loss by
applying up to maximum OEI power.
4. Engine restart — Consider engine re-start if cause of initial failure has
been determined and corrected. See ENGINE
RESTART IN FLIGHT procedure page 69
5. Engine — If engine restart fails or no attempt to restart is made
carry out the ENGINE SHUTDOWN IN EMER-
GENCY procedure page 19.

CAT A/B
PROCS

Emerg-Malfunc Page 114B Rev. 21


AW139-QRH

CATEGORY A SINGLE ENGINE FAILURE DURING APPROACH AND


LANDING:
DURING LANDING PRIOR TO LDP (BALKED LANDING)
HELIPORT BALKED LANDING
1. Engine failure — Apply collective to control NR droop to a
prior to LDP minimum of 90% and adjust pitch attitude to 5° nose
up to initiate an acceleration to VBLSS (40 KIAS).
2. Climb — When the aircraft achieves VBLSS (40 KIAS) and a
positive rate of climb, lower collective to recover NR
to 102%. Continue climb to 200 ft or LDPV
height+150 ft ALS with 2.5min power.
Unmaintained copy – for information only

3. At 200 ft ALS — Reduce pitch attitude to 2° nose up and accelerate


aircraft to Vy, continue to 1000 ft GL reducing
power to OEI MCP rating (140% PI) when conve-
nient before expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching Vy).
5. Rotor speed — Select 100% at Vy.
6. At 1000 ft ALS — On affected engine, carry out ENGINE SHUT-
DOWN IN EMERGENCY procedure page 19.
7. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
8. LDG LT & LDG LT2 — OFF, if used.
switches
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
CLEAR AREA BALKED LANDING
1. Engine failure — Apply collective to control NR droop to a
prior to LDP minimum of 90% and adjust pitch attitude to 5° nose
up to initiate an acceleration to VBLSS (50 KIAS).
2. Climb — When the aircraft achieves VBLSS (50 KIAS) and a
positive rate of climb, lower collective to recover NR
to 102%. Continue climb to 200 ft AGL with 2.5min
power.
3. At 200 ft AGL — Accelerate aircraft to Vy while climbing. After achiev-
ing Vy, continue to 1000 ft ATS reducing power to
OEI MCP rating (140% PI) when convenient before
expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching Vy).
5. Rotor speed — Select 100% at Vy.
6. At 1000 ft AGL — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
7. LDG LT & LDG LT2 — OFF, if used.
switches
8. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

CAT A/B
PROCS

Rev. 4 Emerg-Malfunc Page 115


AW139-QRH

CONFINED AREA BALKED LANDING (STANDARD CLIMB TECHNIQUE)


1. Engine failure — Apply collective to control NR droop to a minimum of
90% and adjust pitch attitude to 0° to initiate an
acceleration to VBLSS (40 KIAS).
2. Climb — When the aircraft achieves VBLSS (40 KIAS) and a
positive rate of climb, select 5° nose up attitude and
progressively lower collective to recover NR to
102%. Continue climb to 200 ft or LDP height +
100 ft ALS with 2.5min power.
3. At 200 ft ALS — Continue to accelerate to Vy using 2.5 min power
(or LDP height rating. After achieving Vy, continue climb to 1000 ft
+ 100 ft) ALS reducing power to OEI MCP rating (140% PI)

Unmaintained copy – for information only


when convenient before expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching Vy).
5. Rotor speed — Select 100% at Vy.
6. At 1000 ft ALS — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
7. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
8. LDG LT & LDG LT2 — OFF, if used.
switches
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
CONFINED AREA BALKED LANDING
(ALTERNATIVE CLIMB TECHNIQUE)
1. Engine failure — Apply collective to control NR droop to a minimum of
90% and adjust pitch attitude to 0° to initiate an
acceleration to VBLSS (40 KIAS).
2. Climb — When the aircraft achieves VBLSS (40 KIAS) and a
positive rate of climb continue acceleration to 60
KIAS, select 5° nose up attitude and progressively
lower collective to recover NR to 102%. Continue
climb at 60 KIAS using up to 2.5 min power rating to
1000 ft ALS. At 1000 ft ATS accelerate to Vy.
Reduce power to OEI MCP rating (140% PI) when
convenient before expiry of the “2.5 m” rating.
3. Landing gear — UP (when reaching 60 KIAS (but not before 200 ft
ALS))
4. Rotor speed — Select 100% at 1000 ft ALS.
5. At 1000 ft ALS — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
6. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
7. LDG LT & LDG LT2 — OFF, if used.
switches
8. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
CAT A/B
PROCS

Emerg-Malfunc Page 116 Rev. 4


AW139-QRH

OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE BALKED


LANDING (STANDARD CLIMB TECHNIQUE)
1. Engine failure — Simultaneously adjust pitch attitude, nose down to
0° to initiate an acceleration to VBLSS (40 KIAS) and
apply collective to control NR droop, to a minimum
of 90%.
2. Climb — When the aircraft achieves VBLSS (40 KIAS) select
5° nose up attitude and lower collective to recover
NR to 102%. Continue climb to 200 ft ALS with 2.5
min power.
3. At 200 ft ALS — Continue climb and accelerate to Vy using 2.5 min
power rating. After achieving Vy, continue climb to
Unmaintained copy – for information only

1000 ft ALS, or as required, reducing power to OEI


MCP rating (140% PI) when convenient before
expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching Vy)
5. Rotor speed — Select 100% at Vy
6. At 1000 ft ALS or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19.
if lower
7. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
8. LDG LT & LDG LT2 — OFF, if used.
switches
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE BALKED
LANDING (ALTERNATIVE CLIMB TECHNIQUE)
1. Engine failure — Simultaneously adjust pitch attitude, nose down to
0° to initiate an acceleration to VBLSS (40 KIAS) and
apply collective to control NR droop, to a minimum
of 90%.
2. Climb — When the aircraft achieves VBLSS (40 KIAS) con-
tinue acceleration to 60 KIAS, select 5° nose up atti-
tude and lower collective to recover NR to 102%.
Continue climb at 60 KIAS using up to 2.5 min power
rating to 1000 ft ALS, or as required. At 1000 ft ALS
accelerate to Vy. Reduce power to OEI MCP rating
(140% PI) when convenient before expiry of the
“2.5 m” rating. .
3. Landing gear — UP (when reaching 60 KIAS but not before 200 ft ALS)
4. Rotor speed — Select 100% at 1000 ft ALS
5. At 1000 ft ALS or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19.
6. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
7. LDG LT & LDG LT2 — OFF, if used.
switches
8. MFD — During OEI cruise every 30 minutes select PWR CAT A/B
PLANT page to verify engine normal operation. PROCS

Rev. 4 Emerg-Malfunc Page 117


AW139-QRH

CAUTION
Following an engine failure before LDP this procedure
dictates a Balked Landing be carried out . An OEI Land-
ing, using the Offshore Helideck Level Approach Landing
Procedure, is not possible. If a helideck landing is
required the Offshore Descending Approach Procedure
and WAT weight (maximum 6400 kg) should be used.
OFFSHORE HELIDECK DESCENDING APPROACH PROCEDURE
BALKED LANDING (STANDARD CLIMB TECHNIQUE)
1. Engine failure — Simultaneously adjust pitch attitude, nose down to

Unmaintained copy – for information only


0° to initiate an acceleration to VBLSS (40 KIAS) and
apply collective to control NR droop, to a minimum
of 90%.
2. Climb — When the aircraft achieves VBLSS (40 KIAS) select
5° nose up attitude and lower collective to recover
NR to 102%. Continue climb to 200 ft ALS with 2.5
min power.
3. At 200 ft ALS — Continue climb and accelerate to Vy using 2.5 min
power rating. After achieving Vy, continue climb to
1000 ft ALS, or as required, reducing power to OEI
MCP rating (140% PI) when convenient before
expiry of the “2.5 m” rating.
4. Landing gear — UP (when reaching Vy)
5. Rotor speed — Select 100% at Vy
6. At 1000 ft ALS or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19.
if lower
7. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
8. LDG LT & LDG LT2 — OFF, if used.
switches
9. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.
OFFSHORE HELIDECK DESCENDING APPROACH PROCEDURE
BALKED LANDING (ALTERNATIVE CLIMB TECHNIQUE)
1. Engine failure — Simultaneously adjust pitch attitude, nose down to
0° to initiate an acceleration to VBLSS (40 KIAS) and
apply collective to control NR droop, to a minimum
of 90%.
2. Climb — When the aircraft achieves VBLSS (40 KIAS) con-
tinue acceleration to 60 KIAS. Select 5° nose up atti-
tude and lower collective to recover NR to 102%.
Continue climb at 60 KIAS using up to 2.5 min power
rating to 1000 ft ALS, or as required. At 1000 ft ALS
accelerate to Vy. Reduce power to OEI MCP rating
(140% PI) when convenient before expiry of the
“2.5 m” rating..
CAT A/B
3. Landing gear — UP (when reaching 60 KIAS but not before 200 ft ALS)
PROCS

Emerg-Malfunc Page 118 Rev. 4


AW139-QRH

4. Rotor speed — Select 100% at 1000 ft ALS.


5. At 1000 ft ALS or — On affected engine, carry out ENGINE SHUTDOWN
cruise altitude IN EMERGENCY procedure page 19.
6. PARK BRAKE — Release. Confirm PARK BRAKE ON advisory not
illuminated on CAS.
7. LDG LT & LDG LT2 — OFF, if used.
switches
8. MFD — During OEI cruise every 30 minutes select PWR
PLANT page to verify engine normal operation.

CAUTION
Following an engine failure before LDP an OEI
Unmaintained copy – for information only

Landing, using the Offshore Helideck Descending


Profile Landing Procedure, is possible only for
WAT weight up to a maximum of 6400 kg.
SINGLE ENGINE FAILURE RECOGNIZED AT AFTER LDP
(OEI LANDING)
HELIPORT OEI LANDING
1. Collective/cyclic — Continue the descent. At 50 ft ALS increase pitch
attitude to reduce speed. Apply collective to reduce
rate of descent.
2. Touchdown — At 20 ft ALS apply collective to cushion touchdown.
Minimum rotor speed 90% NR. Maximum nose up
attitude on touchdown 15°. Maximum allowed GS at
touchdown 5 kts.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
4. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
5. PARK BRAKE — As required.
6. LDG LT & LDG LT2 — OFF, if used.
switches

CLEAR AREA OEI LANDING


1. Collective/cyclic — Continue to landing point applying collective to con-
trol the rotor droop to a minimum or 90%NR and
controlling the aircraft pitch attitude to decelerate the
helicopter.
2. Touchdown — At 20 ft AGL apply collective to cushion the touch-
down. At touchdown maximum nose up attitude
15° and maximum GS 30 kts.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG. Apply wheel
brakes as required.
4. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
5. PARK BRAKE — As required.
6. LDG LT & LDG LT2 — OFF, if used. CAT A/B
switches PROCS

Rev. 4 Emerg-Malfunc Page 119


AW139-QRH

CONFINED AREA OEI LANDING


1. Collective/cyclic — Continue the descent at 400 to 500 fpm. Use up to
2.5 Min power and maintain NR at 100 % ± 1 %.
2. Touchdown — At 15 ft ALS apply collective to cushion touchdown.
Minimum rotor speed 90% NR. Maximum nose up
attitude on touchdown 15°. Maximum allowed GS at
touchdown 5kts.
3. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
4. Engine — On affected engine, carry out ENGINE SHUTDOWN
IN EMERGENCY procedure page 19.
5. PARK BRAKE — As required.

Unmaintained copy – for information only


6. LDG LT & LDG LT2 — OFF, if used.
switches
OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE OEI LANDING
1. Collective/cyclic — Fly the aircraft forwards, sideways and downwards
towards the landing point, decreasing collective
slightly. When descending through 30 ft ALS reduce
nose up attitude to maximum of 10°. At approxi-
mately 15 ft ALS apply collective using 2.5min
power, if required, to cushion touchdown and touch-
down with 30° to 45° heading offset. Minimum rotor
speed 90% NR. Maximum nose up attitude on
touchdown 15°. Maximum allowed GS at touchdown
5 kts.
2. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
3. Engine — On affected engine, carry out ENGINE SHUT-
DOWN IN EMERGENCY procedure page 19.
4. PARK BRAKE — As required.
5. LDG LT & LDG LT2— OFF, if used.
switches
OFFSHORE HELIDECK DESCENDING APPROACH PROCEDURE OEI LANDING
1. Collective/cyclic — Fly the aircraft forwards and downwards towards the
landing point. When descending through 30 ft ALS
reduce nose up attitude to maximum of 10°. At
approximately 15 ft ALS apply collective using
2.5min power, if required, to cushion touchdown.
Minimum rotor speed 90% NR. Maximum nose up
attitude on touchdown 15°. Maximum allowed GS at
touchdown 5 kts.
2. Landing — After touchdown, centralize cyclic and simulta-
neously reduce collective to MPOG.
3. Engine — On affected engine, carry out ENGINE SHUT-
DOWN IN EMERGENCY procedure page 19.
4. PARK BRAKE — As required.
5. LDG LT & LDG LT2— OFF, if used.
CAT A/B switches
PROCS

Emerg-Malfunc Page 120 Rev. 4


AW139-QRH

GENERAL, TYPE OF OPER, MIN CREW, GEN


L WEIGHT, CG LIMITATIONS WT/CG

I SPEED, ALTITUDE, TEMP LIMITATIONS SPD ALT


TEMP
M H-V, CAT A/B
B/A LIMITATIONS H-V
CAT A/B
I
LIMITATIONS, NORMAL PROCEDURES & PERFORMANCES

ENGINE, FUEL, LUBRICANTS, ENG FUEL


T HYDRAULICS LIMITATIONS LUB HYD
Unmaintained copy – for information only

MISCELLANEOUS LIMITATIONS
S MISCELLANEOUS LIMITATIONS
(GW EXT, ALT EXT, IPS, LIPS if applicable)
MISC

GENERAL, FLIGHT PLANNING, EXTN


EXTERNAL CHECKS CHECKS

N P PRE-START CHECKS
PRE
START

O R
ABORTED ENGINE START ABORT
DRY MOTORING PROCEDURE DRY MOT
O ENGINE START PROCEDURE ENG
R START
C SYS
SYSTEM CHECKS
M E CHECKS
TAXIING, PRE-TAKE OFF, TAXI T-O
TAXIING, PRE-TAKE OFF, TAKE OFF
TAKE-OFF CAT A/B CAT A/B
A D IN
IN FLIGHT PROCEDURES
U FLIGHT
L APPR
APPROACH, LANDING CAT A/B
B/A
R LAND

POST LD
E POST LANDING & SHUTDOWN
SHT DN

S FLIGHT MANAGEMENT
DIRECTOR ANDSYSTEM
MANAGEMENT
ATION
FLIGHT OPER-
SYSTEM OPERATION
FD/FMS
OPER
ADVISORY CAPTIONS, ADV
ADVISORY/STATUS MESSAGES
PDF MESSAGES MSGS

P DENSITY ALTITUDE, POWER ASSUR,


ASSUR Hd PAV
E FLYAWAY
CAT B & AHEIGHT LOSS
DISTANCE CHARTS FLYAWAY
R HOVER CEILING, ROC, FUEL CONS. HVR ROC
F WIND COMPONENT CHART
FUEL CONSUMPTION FL CONS
TOC, REC
Rev. 13 Lims-Norm-Perf Page 1
of REVS
AW139-QRH

USE OF WARNINGS, CAUTIONS AND NOTES


Warnings, Cautions and Notes are used to emphasize important and critical
instructions and are used as follows:

WARNING
An operating procedure, practice, etc., which, if
not correctly followed, could result in personal
injury or loss of life.

Unmaintained copy – for information only


CAUTION
An operating procedure, practice, etc., which, if
not strictly observed, could result in damage to, or
destruction of, equipment.

Note
An operating procedure, condition, etc., which is essential to
highlight.

USE OF PROCEDURAL WORDS


The concept of procedural word usage and intended meaning which has
been adhered to in preparing this QRH is as follows:
”Shall” or ”Must” have been used only when application of a procedure is
mandatory.
”Should” has been used only when application of a procedure is re-com-
mended.
”May” has been used only when application of a procedure is optional.
”Will” has been used only to indicate future events, not to indicate a manda-
tory procedure.
”Condition” has been used to determine if the item under examination pre-
sents external damage which could jeopardize its safe operation.
”Secure” has been used to determine if the item under examination is cor-
rectly locked, referring to doors and disconnectable items, or correctly posi-
tioned and installed.

Lims-Norm-Perf Page 2
AW139-QRH

LIMITATIONS
GENERAL......................................................................................... 7
TYPES OF OPERATION................................................................... 7
MINIMUM FLIGHT CREW ................................................................ 7
NUMBER OF OCCUPANTS ............................................................. 7
WEIGHT AND CENTER OF GRAVITY LIMITATIONS..................... 7
AIRSPEED LIMITATIONS ................................................................ 11
GROUND SPEED LIMITATIONS ..................................................... 11
Unmaintained copy – for information only

WIND SPEED LIMITATIONS FOR ROTOR


STARTING & STOPPING .................................................................12
ALTITUDE LIMITATIONS .................................................................12
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT) ....................12
MANOEUVRING LIMITATIONS .......................................................12
ICING LIMITATIONS.........................................................................12
AUTOROTATION LIMITATIONS ......................................................12
SLOPE LIMITATIONS ......................................................................13
ALTITUDE AND TEMPERATURE LIMITATIONS CHART ..............13
HEIGHT- VELOCITY LIMITATIONS .................................................15
CAT A MISCELLANEOUS LIMITATIONS........................................15
HEIGHT - VELOCITY DIAGRAM......................................................16
CATEGORY B OPERATION LIMITATIONS.....................................17
CATEGORY A OPERATION LIMITATIONS.....................................18
ENGINE AND TRANSMISSION DIGITAL LIMITATIONS ................23
ENGINE LIMITATIONS.....................................................................25
ENGINE STARTER DUTY CYCLE . . . . . . . . . . . . . . . . . . . . . . . 25
POWER MARGIN TREND MONITORING . . . . . . . . . . . . . . . . . 25
ENGINE TRAINING MODE LIMITATIONS . . . . . . . . . . . . . . . . . 25
FUEL LIMITATIONS .........................................................................25
FUEL CAPACITIES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
UNUSABLE FUEL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
AUTHORIZED FUEL TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
LUBRICANT LIMITATIONS........................................................... 26A
AUTHORIZED ENGINE OILS . . . . . . . . . . . . . . . . . . . . . . . . . . 26A
AUTHORIZED TRANSMISSION OIL . . . . . . . . . . . . . . . . . . . . 26A
ELECTRICAL HYDRAULIC PUMP . . . . . . . . . . . . . . . . . . . . . . 26B
AUTHORIZED HYDRAULIC FLUIDS . . . . . . . . . . . . . . . . . . . . 26B

Rev. 4 Lims-Norm-Perf Page 3


AW139-QRH

MISCELLANEOUS LIMITATIONS................................................... 27
DC GENERATOR LOAD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
WHEEL BRAKE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . 27
PITOT HEATING LIMITATIONS. . . . . . . . . . . . . . . . . . . . . . . . 27
AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS. . . 27
AVIONIC LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
FLIGHT DIRECTOR LIMITATIONS (WHEN FD FITTED) . . . . 28
FMS AND GPS LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . 30A
TORQUE LIMITER FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . 30B
VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30B
SYNOPTIC MFD PAGE LIMITATIONS . . . . . . . . . . . . . . . . . . 30B

Unmaintained copy – for information only


HEADSET/HELMET LIMITATIONS . . . . . . . . . . . . . . . . . . . . . 30B
INCREASED GROSS WEIGHT 6800 KG (IF APPLICABLE). GW1
WEIGHT EXTENSION 7000 KG (IF APPLICABLE). . . . . . . . WE1
T-O AND LANDING ALTITUDE EXTENSION
(IF APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ALT1
ICING PROTECTION SYSTEM, FLIGHT IN ICING
(IF APPLICABLE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IPS1
LIMITED ICING PROTECTION SYSTEM, FLIGHT IN
LIMITED ICING (IF APPLICABLE) . . . . . . . . . . . . . . . . . . . . LIPS1
GOODRICH LANDING GEAR (IF APPLICABLE) . . . .LDG GEAR1

NORMAL PROCEDURES
GENERAL ........................................................................................ 31
FLIGHT PLANNING ......................................................................... 31
CAT B WEIGHT AND H-V DETERMINATION . . . . . . . . . . . . . 31
CATEGORY A PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . 31
CATEGORY A TAKE OFF:
VERTICAL PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
SHORT FIELD PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . 31
BACK UP PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
CLEAR AREA PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 32
CONFINED AREA PROCEDURE . . . . . . . . . . . . . . . . . . . . . . 32
OFFSHORE HELIDECK PROCEDURE. . . . . . . . . . . . . . . . . . 32
ENHANCED OFFSHORE HELIDECK PROCEDURE . . . . . . . 32
CATEGORY A LANDING: . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
HELIPORT/HELIDECK PROCEDURE. . . . . . . . . . . . . . . . . . . 33
CLEAR AREA PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . 33
CONFINED AREA PROCEDURE . . . . . . . . . . . . . . . . . . . . . . 33
OFFSHORE HELIDECK LEVEL APPROACH PROCEDURE . 34
OFFSHORE HELIDECK DESCENDING APPROACH
PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
GROSS WEIGHT AND CENTER OF GRAVITY .............................. 34
COLD WEATHER OPERATION ...................................................... 34

Lims-Norm-Perf Page 4 Rev. 21


AW139-QRH

EXTERNAL PRE-FLIGHT CHECKS ................................................34


DAILY FUEL DRAIN CHECK . . . . . . . . . . . . . . . . . . . . . . . . . . 34
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
COCKPIT/ENGINE PRE-START CHECKS ......................................39
ABORTED ENGINE START PROCEDURES...................................43
DRY MOTORING PROCEDURE ......................................................44
NORMAL ENGINE START ...............................................................45
QUICK ENGINE START ...................................................................47
SYSTEM CHECKS ...........................................................................49
Unmaintained copy – for information only

TAXIING ............................................................................................51
PRE TAKE-OFF CHECKS ................................................................51
TAKE-OFF PROCEDURES ..............................................................52
TAKE-OFF CATEGORY B PROCEDURE . . . . . . . . . . . . . . . . 52
CATEGORY A TAKE-OFF GENERAL . . . . . . . . . . . . . . . . . . . 53
CATEGORY A TAKE-OFF VERTICAL, SHORT FIELD AND
BACK UP PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
CATEGORY A TAKE-OFF CLEAR AREA PROCEDURE . . . . 54
CATEGORY A TAKE-OFF CONFINED AREA PROCEDURE . 55
CATEGORY A TAKE-OFF OFFSHORE HELIDECK
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
CATEGORY A TAKE-OFF ENHANCED OFFSHORE
HELIDECK PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
SLOPING GROUND OPERATION................................................ 60B
TAKE OFF PROCEDURE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60B
IN-FLIGHT PROCEDURES ..............................................................61
AFTER TAKE-OFF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
CLIMB CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
CRUISE CHECKS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
APPROACH AND LANDING............................................................63
PRE-LANDING CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
LANDING ..........................................................................................64
CATEGORY B LANDING PROCEDURE . . . . . . . . . . . . . . . . . 64
CATEGORY A LANDING GENERAL . . . . . . . . . . . . . . . . . . . . 64
CATEGORY A HELIPORT LANDING PROCEDURE. . . . . . . . 64
CATEGORY A CLEAR AREA LANDING PROCEDURE . . . . . 65
CATEGORY A CONFINED AREA LANDING PROCEDURE . . 65
CATEGORY A CONFINED AREA LANDING PROCEDURE . . 66
CATEGORY A OFFSHORE LEVEL APPROACH HELIDECK
LANDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
CATEGORY A OFFSHORE DESCENDING APPROACH
HELIDECK LANDING PROCEDURE . . . . . . . . . . . . . . . . . . . . 68

Rev. 21 Lims-Norm-Perf Page 5


AW139-QRH

SLOPING GROUND OPERATION .................................................. 70


LANDING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
POST LANDING AND SHUTDOWN PROCEDURES ..................... 71
POST LANDING CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
PRE-SHUTDOWN CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . . 71
ENGINES AND ROTOR SHUTDOWN. . . . . . . . . . . . . . . . . . . 71
POST SHUTDOWN CHECKS . . . . . . . . . . . . . . . . . . . . . . . . . 72
FLIGHT DIRECTOR COUPLED AND UNCOUPLED
OPERATIONS .................................................................................. 73
COLLECTIVE PI LIMITING FUNCTION (4 AXIS FD SYSTEM

Unmaintained copy – for information only


ONLY). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
SAFETY FLY-UP FUNCTIONALITY WHEN FD MODES
ENGAGED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
SPECIFIC MODE INFORMATION . . . . . . . . . . . . . . . . . . . . . . 74
FMS OPERATION NORMAL PROCEDURES................................. 77
GENERAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
BASIC OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
AUTOPILOT COUPLED OPERATIONS WITH FLIGHT
DIRECTOR (IF FITTED). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
FMS ADVISORY ANNUNCIATORS. . . . . . . . . . . . . . . . . . . . . 79
ADVISORY/STATUS MESSAGE DEFINITIONS.............................. 81

PERFORMANCE
DENSITY ALTITUDE CHART .......................................................... 83
PWC\PT6C-67C HOVER POWER ASSURANCE
CHART 100%NR .............................................................................. 84
PWC\PT6C-67C HOVER POWER ASSURANCE
CHART 102%NR .............................................................................. 85
HEIGHT LOSS DURING FLYAWAY MANOEUVRE ....................... 86
HOVER CEILING ............................................................................ 87
RATE OF CLIMB AT 6400 KG AEO ................................................ 89
RATE OF CLIMB AT 6400 KG OEI.................................................. 89
FUEL CONSUMPTION AT 6400 KG................................................ 90
HOVER CEILING 6800 KG (IF APPLICABLE) ............................... 91
RATE OF CLIMB AT 6800 KG AEO (IF APPLICABLE).................. 91
RATE OF CLIMB AT 6800 KG OEI (IF APPLICABLE) ................... 91
FUEL CONSUMPTION AT 6800 KG (IF APPLICABLE) ................. 92
HOVER CEILING 7000 KG (IF APPLICABLE) ............................... 93
RATE OF CLIMB AT 7000 KG AEO (IF APPLICABLE).................. 93

Lims-Norm-Perf Page 6 Rev. 21


AW139-QRH

RATE OF CLIMB AT 7000 KG OEI (IF APPLICABLE)....................93


WIND COMPONENT CHART ...........................................................94
Unmaintained copy – for information only

Rev. 21 Lims-Norm-Perf Page 6A


AW139-QRH

Unmaintained copy – for information only


This Page Left Blank Intentionally

Lims-Norm-Perf Page 6B Rev. 21


AW139-QRH

LIMITATIONS
GEN
GENERAL WT/CG
This QRH includes:
• Information from RFM Sections 1, 2, 3 and limited data from Section 4;
• Optional Supplements included see TOC page v.

TYPES OF OPERATION
See Basic Flight Manual for further information.
CAT A Take Off and Landing can be carried out from the right or left hand
seat.
Unmaintained copy – for information only

MINIMUM FLIGHT CREW


See Basic Flight Manual.
When CAT A Take Off or Landing is carried out from left hand seat or the
CAT A Offshore Helideck procedure is required, minimum flight crew is 2
pilots.

NUMBER OF OCCUPANTS
The total number of occupants, including the crew, shall not exceed:
— Low density configuration 14
— High density configuration 17
— Each occupant must have a seat and seat belt.
— The low density or high density configuration may have a reduced
number of passenger seats installed in cabin. A minimum of 3 seats, in
at least one row, must be installed.
— After seat removal or installation the new empty weight and C of G
position must be determined to ensure C of G limits are not exceeded.

WEIGHT AND CENTER OF GRAVITY LIMITATIONS


WEIGHT
Minimum flight/rotor running gross weight ...................................... 4400 kg
Maximum towing or taxi gross weight .............................................. 6450 kg
Maximum gross weight for take-off/landing..................................... 6400 kg
CAT B WAT Limitations chart ...................................................... Figure 1-5
CAT A Heliport Vertical, Short Field and Back Up Procedure
WAT Limitations chart....................................................................Figure 1-6
CAT A Clear Area WAT Limitations chart ......................................Figure 1-7
CAT A Confined Area WAT Limitations chart ................................Figure 1-8
CAT A Offshore Helideck WAT Limitations chart...........................Figure 1-9
CAT A Enhanced Offshore Helideck Take Off
WAT Limitations chart..................................................................Figure 1-10

Rev. 21 Lims-Norm-Perf Page 7


AW139-QRH
CENTER OF GRAVITY
GEN
Longitudinal limits ............................................................... See Figure 1-1
WT/CG
Lateral limits ....................................................................... See Figure 1-2

5.7
ICN-39-A-151000-A-A0126-0001-A-06-1
4850
5.595

Unmaintained copy – for information only


5.6
4400
6400

5.536
5.504

5.5
5.4

STA [m]
5.3
5.2
5.180
6400

5.1
5.071
4400
MAST
5
5170

4660

139G1580A006 issue A
4.9
6400

6200

6000

5800

5600

5400

5200

5000

4800

4600

4400

4200

Weight [Kg]

Figure 1-1 Weight and Longitudinal CG Envelope

Lims-Norm-Perf Page 8
AW139-QRH

GEN
WT/CG

-0.070 +0.090
6400 6400

6200
Unmaintained copy – for information only

6000

5800

5600
Weight [kg]

5400

5200

5000

4800

4600

4400 4400
-0.088 +0.120

4200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12 0.16
BL [m]
139G0290T044/2 issue A ICN-39-A-151000-A-A0126-0002-A-05-1

Figure 1-2 Weight and Lateral CG Envelope

Lims-Norm-Perf Page 9
AW139-QRH

GEN
WT/CG

Unmaintained copy – for information only


This Page Left Blank Intentionally

Lims-Norm-Perf Page 10
AW139-QRH

AIRSPEED LIMITATIONS
Maximum airspeed with Take-Off Power .......................................... 90 KIAS
Maximum airspeed with NR at 102% ............................................... 90 KIAS
SPD ALT
Maximum airspeed in sideward or rearward flight ........................ Figure 1-5
TEMP
Maximum allowable tailwind and crosswind ................................. Figure 1-5
Maximum airspeed for landing gear VLO or VLE .........................150 KIAS or
Vne if less
Minimum airspeed for flight under IFR (Vmini) ................................ 50 KIAS
Maximum airspeed for IFR approach ............................................. 150 KIAS
Unmaintained copy – for information only

Maximum airspeed for climb with one AP failed............................. 100 KIAS


Maximum rate of climb with one AP failed...................................... 1000 fpm
Maximum airspeed with one AP failed ........................................... 140 KIAS
Maximum airspeed for operation of windscreen wipers ................. 140 KIAS
Minimum airspeed in autorotation .................................................... 40 KIAS
CAT A Take-Off & Balked Landing Safety Speed (VTOSS/VBLSS):
Vertical, Short Field and Back Up Procedures............................. 40 KIAS
Clear Area Procedure .................................................................. 50 KIAS
Best Rate Of Climb speed (VY) ...........................Below 10000 ft Hp 80 KIAS
......................................................................................... (Below 3000 m Hp 80 KIAS)
Above 10000 ft Hp 70 KIAS
(Above 3000 m Hp 70 KIAS)
Maximum airspeed with right cabin door locked open.................... 100 KIAS
Maximum airspeed with left or both cabin doors locked open.......... 80 KIAS
Maximum airspeed for opening/closing cabin doors ........................ 80 KIAS

GROUND SPEED LIMITATIONS


ON PAVED SURFACES
Maximum taxi speed ...................................................... 40 knots (74 km/hr)
(above 20 kts (36 km/hr) nose wheel must be locked fore and aft)
Maximum for emergency landing speed
(nose wheel locked in fore and aft position) ................................... 60 knots
(110 km/hr)

Maximum towing speed .................................................. 37 km/hr (23 mph)


Maximum GS with PARK BRAKE ON ......................................5 kts (9 km/hr)
ON PREPARED GRASS SURFACES
Maximum taxi speed (nose wheel locked fore and aft) .................. 20 knots
(above 10 kts (18 km/hr) nose wheel must be locked fore and aft) (37 km/hr)
Maximum speed for emergency landing
(nose wheel locked fore and aft) .................................... 40 knots (74 km/hr)

Rev. 2 Lims-Norm-Perf Page 11


AW139-QRH

WIND SPEED LIMITATIONS FOR ROTOR


STARTING & STOPPING
Maximum wind speed ........................................................ 60 knots (30 m/s)
SPD ALT Note
TEMP During rotor starting and stopping the high crosswind
(greater than 30 kts (15 m/s)), lateral cyclic movememnt up to
50mm (2 inches) into the direction of the wind may be used to
counteract any crosswind rolling tendancy at higher rotor
speeds.
Note
Actual windspeed values must be recorded in the helicopter log
book for all rotor starting and stopping with windspeeds above

Unmaintained copy – for information only


33 kts (17 m/s).

ALTITUDE LIMITATIONS
Maximum operating altitude ...................................................See Figure 1-3
Minimum operating altitude .................................................. See Figure 1-3
Maximum CAT B Take-Off and Landing altitude.................... See Figure 1-3
Maximum altitude for CAT A Heliport Vertical Take-Off Procedure:
TDP 35 ft .............................................................14000 ft (4300 m) Hp of Hd
whichever comes first
TDP 36 ft to 70 ft ................................................... 7000 ft (2100 m) Hp of Hd
whichever comes first
Maximum altitude for CAT A Short Field, Back Up and
Clear Area Take-Off Procedures...........................14000 ft (4300 m) Hp of Hd
whichever comes first
Maximum altitude for CAT A Heliport, Short Field or Clear Area
Landing Procedures ............................................ 14000 ft (4300 m) Hp or Hd
whichever comes first
Maximum Altitude for CAT A Confined Area Take Off
and Landing 10000 ft (3000 m) Hp or Hd
whichever comes first
Maximum Altitude for CAT A Offshore Helideck Take Off
and Landing 5000 ft (1500 m) Hp or Hd
whichever comes first
Maximum Altitude for CAT A Enhanced Offshore Helideck
Take-Off 1000 ft (300 m) Hp

AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)


Minimum temperature for ground starting ............................................ -40°C
Maximum and minimum air temperature limitations ...............See Figure 1-3

MANOEUVRING LIMITATIONS
Aerobatic manoeuvres are prohibited.

ICING LIMITATIONS
Flight into known icing conditions or freezing rain is prohibited.
(If fitted and functioning refer to Icing Protection System or Limited Icing Pro-
tection System)

Lims-Norm-Perf Page 12 Rev. 22


AW139-QRH

AUTOROTATION LIMITATIONS
Practice autorotative landings are prohibited.
During autorotation the ENG MODE select switch must not be retarded from
FLIGHT to IDLE except in an emergency. SPD ALT
TEMP
SLOPE LIMITATIONS
Sloped Take Off and Landing is limited to the following:
Nose up ...................................................................................................... 5°
Nose Down ................................................................................................. 5°
Left Wing Low............................................................................................. 5°
Unmaintained copy – for information only

Right Wing Low .......................................................................................... 5°

Rev. 21 Lims-Norm-Perf Page 13


AW139-QRH

ALTITUDE AND TEMPERATURE LIMITATIONS CHART

ALTITUDE-OAT
SPD ALT Envelope
TEMP

20000
Hd 6000
19000 LIM 5800
IT
20 5600
18000 00
0 5400
ft
17000 5200

Unmaintained copy – for information only


5000
16000 4800
15000 4600
Cat.A 4400
14000 4200
ENVELOPE
Hd
13000 LIM 4000
IT 3800
14

Pressure Altitude - [m]


Pressure Altitude - [ft]

12000 00 3600
0 ft
11000 3400
Confined Area 3200
10000 Hd L 3000
ENVELOPE Hd
9000 LIM 2800
IMIT

IT 2600
8000 10
00 2400
0
2000

ft 2200
7000
MIN OAT LIMIT

2000
0f

6000 1800
t

Off-Shore 1600
5000
ENVELOPE 1400
4000 Hd
LI 1200
MI 1000
3000 T5
00
MAX OAT LIMIT

0f 800
2000 t 600
Enhanced Off-Shore 400
1000
ENVELOPE 200
0 0
-200
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - [°C]
ICN-39-A-151000-A-A0126-00004-B-02-1

Figure 1-3 Altitude - Temperature Limitations

Lims-Norm-Perf Page 14 Rev. 21


AW139-QRH

HEIGHT- VELOCITY LIMITATIONS


The Height-Velocity diagram defines, in the event of a single engine fail-
ure during take off, landing or other operation near the surface, a combi-
nation of airspeed and height above ground from which a safe single
engine landing on a smooth, level and hard surface cannot be assured.

H-V
CAUTION
CAT A/B
Prior to the determination of the H-V envelope the CATEGORY
B weight should be defined for the ambient conditions. See
Flight Planning in Section 2 for use of the CAT B W.A.T. and H-V
envelope charts.
Unmaintained copy – for information only

Height Velocity Diagram ....................................................... See Figure 1-4


CAT A MISCELLANEOUS LIMITATIONS
Ground and Elevated Heliport / Helideck Size
Minimum demonstrated heliport/helideck size for Vertical,
Back Up and Offshore procedures .........................15 m x15 m (50 ft x 50 ft)
Diameter 15 m (50 ft)
Minmum demonstrated Heliport Size for Confined Area
Procedure ...............................................................20 m x 20 m (65 ft x 65 ft)
or Diameter 20 m (65 ft)
Wind Limitations
Maximum cross wind component must not exceed 20 kts (10 m/s).
For the Offshore Helideck procedures for cross wind components between
10 kts (5 m/s) and 20 kts (10 m/s) a headwind component of at least 5 kts
(2.5 m/s) is required.

Note
The Offshore Helideck Gross Weight Benefit for Headwind
Component may only be used when there is an air gap under
the helideck of at least 3 m.

Enhanced Offshore Take Off Procedure Wind benefit Chart......... Figure 1-11

Note
Unless otherwise authorized by operation regulations, the pilot
is not authorized to credit more than 50 percent of the perfor-
mance increase resulting from the wind component presented in
Figure 1-11.

Take Off or Landing with tail wind is prohibited


Heater Limitations
Heater must be switched OFF for Take Off and Landing.

Rev. 21 Lims-Norm-Perf Page 15


AW139-QRH

HEIGHT - VELOCITY DIAGRAM

H-V
HEIGHT-VELOCITY CHART
CAT A/B
14
42

PRESSURE ALTITUDE [m X 100]


40
38
12 NO
36

Unmaintained copy – for information only


H-V
A
34 R
E
32 A
10 -40 30
PRESSURE ALTITUDE [ft X 1000]

28
-30
26
8 -20 24
22
NO
-10
20
6 M
AX 0 18 H-V NO H-V AREA

OA 16
T 10
LI
M 14
4
IT
20 12
A
30
10 R
8
2 40
6
E
4 A
2
0 0
-2
350
C1
H V
(ft) (kts) 300
A 25 0
B 30 20

250
Height above ground - [ft]
GR

200
OS
S
W
EI
GH

150
T

100
58

60
50

56

62
48

52

64
54

50
00

00
00

00
00

C2
00

00

00
00

B
NO H-V AREA A
0
0 5 10 15 20 25
IAS - [kt]

AG-PRV 139/008/10 ICN-39-A-151000-A-A0126-00008-A-04-1

Figure 1-4 Height Velocity Limitations

Lims-Norm-Perf Page 16
Unmaintained copy – for information only
WEIGHT-ALTITUDE-TEMPERATURE
for TAKE-OFF, LANDING and IGE MANOEUVRES
RELATIVE WIND AZIMUTH: 10 to 350 deg
ROTOR 100% Note: no windspeed limitation exists for headwind conditions (wind azimuth ±10deg)

PRESSURE ALTITUDE [m X 100]


-2 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42

20

45
30

35
K
KT

KT
T
KT

KT

KT
OAT - [°C]

AS
______

25 AS
AS

AS

AS
40 A S
an
d
BE
LOW

°C
35
A+
IS
IT
M
LI
T
OA
CATEGORY B OPERATION LIMITATIONS

45 KTAS and BELOW

0
0
0
0

50
40
30
20
10
-1
-2
-3
-4

Figure 1-5 CATEGORY B - Weight Limitations


0 2 4 6 8 10 12 14 4500 5000 5500 6000 6500
PRESSURE ALTITUDE [ft X 1000] GW [kg]

AG-PRV 139/008/10 ICN-39-A-151000-A-A0126-00005-A-08-1

Lims-Norm-Perf Page 17
AW139-QRH

H-V
CAT A/B
AW139-QRH

CATEGORY A OPERATION LIMITATIONS

H-V
CAT A/B

WEIGHT-ALTITUDE-TEMPERATURE
HELIPORT and SHORT FIELD

Unmaintained copy – for information only


Gross Weight - [lb x 1000]
9.5 10 10.5 11 11.5 12 12.5 13 13.5
14
Hd LIMIT

13 4

12
3.5
11

-4
10 0 3
-3
9 0

Pressure Altitude - [m x 1000]


Pressure Altitude - [ft x 1000]

-2 2.5
8 0

-1
7 0
MA

2
X

0
6
OA
TL

10
IM

5 1.5
IT

20
4

1
3
30
40
2
0.5
1

0 50 0

-1
4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6 6.2 6.4 6.6
Gross Weight - [kg x 1000]
ICN-39-A-155000-A-A0126-12204-B-01-1

Figure 1-6 CATEGORY A Ground and Elevated Heliport/Helideck


Vertical, Back Up & Short Field Procedure Weight Limitations

Lims-Norm-Perf Page 18
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE H-V
CLEAR AREA
CAT A/B
Gross Weight - [lb x 1000]
9.5 10 10.5 11 11.5 12 12.5 13 13.5
14

-4
Hd LIMIT

0
Unmaintained copy – for information only

13 -3 4
0

12 -2
0
3.5

-1
11

0
0
10 3
10
9

Pressure Altitude - [m x 1000]


Pressure Altitude - [ft x 1000]

20
2.5
8
MA

30
X

7
OA

2
T
LI

6
MI
T

5 1.5
40

1
3

2
0.5
1

0 0

-1
4.2 4.4 4.6 4.8 5 5.2 5.4 5.6 5.8 6 6.2 6.4 6.6
Gross Weight - [kg x 1000]

ICN-39-A-155000-A-A0126-12201-B-01-1

Figure 1-7 CATEGORY A Clear Area Procedure Weight


Limitations

Lims-Norm-Perf Page 19
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
H-V CONFINED AREA
CAT A/B
ROTOR SPEED 102%

Gross weight - [lb x 100]

Unmaintained copy – for information only


95 100 105 110 115 120 125 130 135 140 145
10
3

-4
0
9

-3
0
2.5
8
IT
Hd LIM

-2
0
7
2

Pressure altitude- [m x 1000]


Pressure altitude- [ft x 1000]

-1
6 0
MA

5 1.5
X OA

10
TL

4
IM
IT

20

1
3
30

2
0.5
40

1
OAT [°C]
________
50

0 ISA+35°C 0
---------

42 44 46 48 50 52 54 56 58 60 62 64 66
Gross Weight - [kg x 100]

139G1580A012 issue A ICN-39-A-155000-G-A0126-12248-A-01-1

Figure 1-8 CATEGORY A Ground and Elevated Heliport Confined


Area Procedure Weight Limitations

Lims-Norm-Perf Page 20
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
OFF-SHORE HELIDECK PROCEDURE H-V
CAT A/B

ROTOR SPEED 102% Gross Weight - [lb x 1000]


Unmaintained copy – for information only

13 13.5 14 14.5 15
5

-3
1.5

0
-40

-20
4
-10

Pressure Altitude - [m x 1000]


Pressure Altitude - [ft x 1000]

Hd LIMIT

3
0
10
20

2
0.5
30

Operation in this area


40
MA

1 is permitted only for


X

aircraft configured
OA

for 6800 kg
T

(see Sup.50)
LIM
IT

0 0

50
component - [kts]

0
Headwind

10

20
5.8 6 6.2 6.4 6.6 6.8 7
Gross Weight - [kg x 1000]
139G1580A014 issue A ICN-39-A-155000-G-A0126-12251-A-01-1

Figure 1-9 CATEGORY A Offshore Helideck Procedure Weight


Limitations

Lims-Norm-Perf Page 21
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
ENHANCED OFFSHORE PROCEDURE

H-V ROTOR SPEED 102%


CAT A/B

Gross Weight - [lb x 100]

Unmaintained copy – for information only


120 125 130 135 140 145 150
10 3

4500 ft
8

Hd limit
2
6

40
MAX O

Pressure Altitude - [m x 100]


Pressure Altitude - [ft x 100]

30 and below
1
AT

2
LIMIT

0 0

-2
-1
50

-4

-6 OAT - [°C]
-2
______
-8 ISA+35°C
-------

-10 -3
53 55 57 59 61 63 65 67 69
Gross Weight - [kg x 100]

139G1580A025 Rev.A ICN-39-A-155297-G-A0126-00001-A-01-1

Figure 1-10 CATEGORY A Enhanced Offshore Helideck Take Off


Procedure Weight Limitations

Lims-Norm-Perf Page 22 Rev. 21


AW139-QRH

H-V
CAT A/B
Unmaintained copy – for information only

ICN-39-A-155097-G-00003-01853-A-01-

Figure 1-11 Wind Benefit Chart

Rev. 21 Lims-Norm-Perf Page 22A


AW139-QRH

H-V
CAT A/B

Unmaintained copy – for information only


This Page Left Blank Intentionally

Lims-Norm-Perf Page 22B Rev. 21


Unmaintained copy – for information only
PI & TQ % Ng % ITT °C/% Nf % NR %

Rev. 20
All Engines Operating
Minimum Transient 95 95 NR %
Minimum Continuous 55.0 98 98
indicated by colours

Power Off
Maximum Continuous 100 100.0 735/100.0 101 101
Minimum Transient 90
Maximum Take Off (5 min) 110 102.4 775/105.4
Minimum Continuous 95
Cautionary 103 103
Maximum Continuous 110
Maximum Transient (5 secs) 121 107.0 847/115.2 106* 106*
Maximum Transient 116
One Engine Inoperative
Minimum Transient 85 85
Cautionary (OEI Landing Only) 90 90
ITT °C/%
Minimum Continuous 98 98
Engine Starting
Maximum Continuous 140 102.4 775/105.4 101 101
Maximum Unlimited 869/118.2
Maximum 2.5 min OEI 160 106.0 835/113.6
ENGINE AND TRANSMISSION DIGITAL LIMITATIONS

Maximum Transient (2 secs) 1000/136.0


Cautionary 103 103
176 107.0 847/115.2 106* 106*
The following represent the digital values for PFD and MFD limitations

Maximum Transient (5 secs)


* 10 seconds transient

Lims-Norm-Perf Page 23
AW139-QRH

LUB HYD
ENG FUEL
LUB HYD
ENG FUEL
EOT EOP MGBOT MGBOP IGBOT TGBOT HYDOT HYDOP
°C% BAR °C BAR °C °C °C BAR
Minimum for Starting and GI -40 +4.2 -40 +2.3 -40 -40 -40
Minimum Normal Operation +10 +6.3 +1 +3.1 +1 +1 -20 +180

Lims-Norm-Perf Page 24
Maximum Normal Operation +140 +8.9 +110 +6.0 +110 +110 +119 +225
Maximum Cautionary TQ < 60% +145
Maximum Cautionary for eng accel OAT<0°C +10
Maximum Cautionary +134 +250
Maximum for Engine Start (5 min) +15.2
Maximum Transient (1 min) +150

BATTERY LOAD MAIN BUS ESS BUS


AMPS VOLTAGE VOLTAGE
Maximum Battery Discharge -200 Minimum Normal Operation 22 22
Maximum Battery Charge +200 Maximum Normal Operation 29 29
AW139-QRH

Unmaintained copy – for information only


AW139-QRH

ENGINE LIMITATIONS
ENGINE STARTER DUTY CYCLE
45 seconds on, 1 minute off.
45 seconds on, 1 minute off.
45 seconds on, 30 minutes off.

POWER MARGIN TREND MONITORING


Every 50 flight hours record engine power assurance check values for
engine power margin trend monitoring purposes.
ENG FUEL
ENGINE TRAINING MODE LIMITATIONS LUB HYD
Unmaintained copy – for information only

Selection of Engine Training Mode (OEI TNG) is permitted only for


Category A Training in OEI simulated conditions.

CAUTION
Intentional use of actual OEI rating for training is prohibited.

FUEL LIMITATIONS
FUEL CAPACITIES
Total Usable...................................................................................1588 litres
Unusable ..........................................................................................20 litres
UNUSABLE FUEL
In coordinated (ball centered) flight: ............................... 0 kg (0 lb) indicated/
(8 kg(18 lb)/10 litres per tank actual)
Hovering in cross winds or sideways flight with sustained roll angles
greater than ±15° is prohibited when fuel indication, in either tank, is less
than 70 kg.
Cross feeding (tank with pump off, not supplying engines)
..................................................................................Maximum 228 kg/500 lb
Note
During XFEED the unusable fuel level indication will change to
grey to indicate the tank can no longer supply fuel.

Rev. 22 Lims-Norm-Perf Page 25


AW139-QRH
AUTHORIZED FUEL TYPES
The fuels shown in the table below have been authorized for use with the
Pratt and Whitney PT6C-67C engines:

Fuel Applicable
Type Specification
JET A ASTM D1655
JET A-1 ASTM D1655
ENG FUEL NATO Code F-35
LUB HYD
JP5 DEF STAN 91-86 AVCAT/FSII

Unmaintained copy – for information only


MIL-PRF-5624F
NATO Code F-44
JP8 DEF STAN 91-87-2002 AVTUR/FSII
MIL-T-83133H
NATO Code F-34
JP8+100 Aeroshell Performance Additive 101
GOST 10227 RT GOST 10227-86
GOST 10227 TS-1 GOST 10227-86
(See RFM restrictions)

Note
Any mixture of authorized fuels may be used.

Note
ASTM D 1655, JET A and JET A-1 fuel specification allows the
use of Di-Ethylene Glycol Monomethyl Ether (Di-EGME)
with the limitations reported in the Engine Maintenanace Manual
for the purpose of fuel system icing protection.

Note
GOST 10227 TS-1 fuel is considered by Pratt and Whitney to be
satisfactory for a maximum 1000 hrs of use (intermittently
or continuously) before maintenance action is required.
Refer P&WC Maintenance Manual #3045332 Section 72-00-
00 for details.

Lims-Norm-Perf Page 26 Rev. 18


AW139-QRH

LUBRICANT LIMITATIONS
AUTHORIZED ENGINE OILS
The oils shown in the table below have been authorized for use with the
Pratt and Whitney PT6C-67C engines. Any brand approved under the
applicable specification may be used.

Oil Applicable Brand Names


Type Specification (For reference only)
Type I PWC 521 BP Turbo Oil 2389
ENG FUEL
(3cs) EASTMAN Turbo Oil 2389
LUB HYD
Mobil Avrex S Turbo 256
Unmaintained copy – for information only

Type II PWC 521 Aero-Shell Turbine Oil 500


(5cs) Castrol 5000
Mobil Jet Oil II
Royco Turbine Oil 500
BP Turbo Oil 2380
EASTMAN Turbo Oil 2380
Turbonycoil 525-2A
Third PWC 521 Aero Shell Turbine Oil 560
Generation Royco Turbine Oil 560
(5 cs)

CAUTION
Mixing of any oils is not recommended and should be limited to oil
brands of the same Type/Viscosity, Refer to Engine Maintenance Man-
ual No 3045332 for information.

AUTHORIZED TRANSMISSION OIL

Applicable Specification Brand Names

BP Turbo Oil 2380


MIL PRF23699F
EASTMAN Turbo Oil 2380
DOD-PRF-85734
AeroShell Turbine OIL (ASTO) 555

Rev. 11 Lims-Norm-Perf Page 26A


AW139-QRH

ELECTRICAL HYDRAULIC PUMP


The electrical hydraulic pump is for ground operation only.

AUTHORIZED HYDRAULIC FLUIDS


The hydraulic fluids shown in the table below have been authorized for
use in all hydraulic components. Any brand approved under the applica-
ble specifications may be used.

Applicable Specification Brand Names (For reference only)


ENG FUEL MIL-PRF-83282 AEROSHELL FLUID 31
LUB HYD
Alternative:

Unmaintained copy – for information only


MIL-PRF-5606 (see NOTE below) AEROSHELL FLUID 41

Note
MIL-PRF-5606 can be used for enhanced performance of
hydraulic system in low temperature environments below -30°C.

CAUTION
Mixing of hydraulic fluid, specification or brand name, is prohibited.

Lims-Norm-Perf Page 26B Rev. 4


AW139-QRH

MISCELLANEOUS LIMITATIONS

DC GENERATOR LOAD
Normal Operation Range...............................................................0 to 100%
Cautionary Range (for engine starting only)...............................101 to155%
Maximum Cautionary............................................................................155%
(Maximum cautionary may be exceeded for maximum of 45 seconds
for engine start only)
Max normal operating load up to
15000ft (4570 m) Hp ................................................100% (equivalent 300A)
Max normal operating load above 15000ft (4570 m) Hp...... reduce by 13.4%
Unmaintained copy – for information only

every 1000 ft (300 m) MISC


(see placard on RFM page 1-66 or, for aircraft fitted with EPIC S/W Phase 5
or later, Supplement 68)
Max normal operating load 20000 ft (6100 m) Hp....................................33%
MPOG with generator load at 75%or less ......................... No time limitaiton
MPOG with generator load greater than 75% ......................Max 20 minutes

WHEEL BRAKE LIMITATIONS


Maximum running speed for brake application................. 40 knots (74 km/hr)
Parking on slopes up to 10° is permitted for a maximum of 1 hour.

PITOT HEATING LIMITATIONS


Pitot heating must be switched ON for indicated OAT of +4° C or less.
Pitot heating must be switched OFF at indicated OAT of +10° C or more.

AUTOMATIC FLIGHT CONTROL SYSTEM LIMITATIONS


Minimum AFCS configuration for IFR flight ...................... 2 AP in ATT mode
Intentional ATT MODE de-selection during IFR flight is prohibited.

AVIONIC LIMITATIONS
ILS Mode Limitations.
The helicopter is certified to carry out CAT 1 ILS approaches up to 7.5 deg
glideslope.
Maximum airspeed for glideslope up to 4 degrees......................... 150 KIAS
Maximum airspeed for glideslopes between 4
and 7.5 degrees (Steep Approach)................................................. 120 KIAS

CAUTION
During steep approach, take care not to use less than 5% PI.

Rev. 22 Lims-Norm-Perf Page 27


AW139-QRH
FLIGHT DIRECTOR LIMITATIONS (WHEN FD FITTED)

4 Axis Basic and Enhanced FD system


• Basic FD system only: HOV mode not operative.
• SAR Guidance Controller, TD/H, MOT, WTR, modes only operative for
Enhanced FD with EPIC Software Phase 5, or later, SAR modes operative.
• VNAV mode inoperative.
• Collective modes must not be engaged if either or both engines are in
MANUAL MODE.
• The RHT, TD, TDH, TU, MOT, WTR modes can only be engaged over flat

Unmaintained copy – for information only


surfaces which are clear of obstacles (EPIC Software Phase 5, or later).
MISC
• The RHT must not be engaged in cruise over land (EPIC Software Phase 4
only).
PHASE 4, 5 & 6 FLIGHT DIRECTOR MODES ENGAGEMENT
LIMITS AND MINIMUM USE HEIGHT (MUH)
Hold Mode Applicable Range MUH
IAS* 60 KIAS to 150 ft AGL or 50 ft AGL
Vne less 5 KIAS during approach
HDG*/NAV* 150 ft AGL or 50 ft AGL
60 KIAS to Vne
during approach
ALT 300 ft AGL (airspeed
greater than 55 KIAS 50 ft
0 KIAS to Vne AGL in HOV or airspeed less
than 55 KIAS
(Enhanced FD system only)
VS* 60 KIAS to Vne within
150 ft AGL
-1500 fpm and 2000 fpm
APP*/BC* 60 KIAS to Vne 50 ft AGL
GA* 60 KIAS to Vne N/A
0 to 2000 ft AGL
DCL* 60 KIAS to Vne 50 ft AGL
ALTA* 60 KIAS to Vne 150 ft AGL
RHT 150 ft AGL (airspeed
0 to Vne greater than 55 KIAS)
15 ft to 2000 ft AGL 30 ft AGL in HOV or air-
speed less than 55 KIAS)
HOV Groundspeed 30 ft AGL
Enhanced FD — less than 60 kts
systems only forward
— less than 40 kts
lateral or aft
with
IAS less than 75 KIAS
TU 150 ft AGL (airspeed
Enhanced FD 0 KIAS to 60 KIAS greater than 55KIAS)
Phase 5 & 6 0 to 2000 ft AGL 30 ft AGL in HOV (airspeed
less than 55 KIAS)

Lims-Norm-Perf Page 28 Rev. 18


AW139-QRH

PHASE 4, 5 & 6 FLIGHT DIRECTOR MODES ENGAGEMENT


LIMITS AND MINIMUM USE HEIGHT (MUH)
The following modes only available with Enhanced FD Phase 5, or
later, and SAR modes installed
TD 60 KIAS to Vne 150 ft AGL
135 ft to 2000 ft AGL
TDH 0 KIAS to 90 KIAS 50 ft AGL
50 ft to 300 ft AGL
MOT PTH - 50 ft AGL
0 KIAS to Vne VPTH - 250 ft AGL
50 ft to 2000 ft AGL VRHT - 150 ft AGL
DCL - 50 ft AGL
Unmaintained copy – for information only

WTR HOV Mode engaged 30 ft AGL MISC


For operations on the sea the MUH must be increased by one half the maxi-
mum reported/observed wave height.
Note*
— Automatic disengagement of these modes below 55 KIAS.
— VS engagement above 2000 fpm or below -1500 fpm will result
in the mode returning the aircraft to the maximum rates quoted
(2000 fpm or -1500 fpm).
PHASE 7 FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS
AND MINIMUM USE HEIGHT (MUH)
Hold Mode Applicable Range MUH
IAS* 1 60 KIAS to Vne less 5 KIAS
150 ft AGL or 50 ft AGL
50 KIAS to Vne less 5 KIAS
during approach
during approach see Note**
HDG*1/NAV*1 60 KIAS to Vne less 5 KIAS
150 ft AGL or 50 ft AGL
50 KIAS to Vne less 5 KIAS
during approach
during approach see Note**
ALT 300 ft AGL (airspeed
greater than 55 KIAS 50 ft
0 KIAS to Vne AGL in HOV or airspeed less
than 55 KIAS
(Enhanced FD system only)
VS*2 60 KIAS to Vne within
150 ft AGL
-1500 fpm and 2000 fpm
APP*2/BC*2 60 KIAS to Vne 50 ft AGL
*1
APP (RNAV/ 50 KIAS to Vne 50 ft AGL
GNSS only)
GA*1 41 KIAS to Vne N/A
0 to 2000 ft AGL
DCL*1 50 KIAS to Vne 50 ft AGL
*2 60 KIAS to Vne 150 ft AGL
ALTA
RHT 150 ft AGL (airspeed
0 to Vne greater than 55 KIAS)
15 ft to 2000 ft AGL 30 ft AGL in HOV or air-
speed less than 55 KIAS)

Rev. 22 Lims-Norm-Perf Page 29


AW139-QRH

PHASE 7 FLIGHT DIRECTOR MODES ENGAGEMENT LIMITS


AND MINIMUM USE HEIGHT (MUH)
HOV Groundspeed 30 ft AGL
Enhanced FD — less than 60 kts
systems only forward
— less than 40 kts
lateral or aft
with
IAS less than 75 KIAS
TU 150 ft AGL (airspeed
Enhanced FD 0 KIAS to 41 KIAS greater than 55 KIAS)
0 to 2000 ft AGL 30 ft AGL in HOV (airspeed

Unmaintained copy – for information only


MISC less than 55 KIAS)
The following modes only available with SAR modes installed
TD*2 60 KIAS to Vne 150 ft AGL
135 ft to 2000 ft AGL
TDH 0 KIAS to 90 KIAS 50 ft AGL
50 ft to 300 ft AGL
MOT PTH - 50 ft AGL
0 KIAS to Vne VPTH - 250 ft AGL
50 ft to 2000 ft AGL VRHT - 150 ft AGL
DCL - 50 ft AGL
WTR HOV Mode engaged 30 ft AGL
For operations on the sea the MUH must be increased by one half the maxi-
mum reported/observed wave height.

Note*
—1 Automatic disengagement of these modes below 41 KIAS
—2 Automatic disengagement of these modes below 55 KIAS.
Note**
Use of IAS, HDG and LNAV modes below 60 KIAS is only for
Flight Director operations associated with RNP APCH
approaches.
Selecting IAS mode speed to less than 55 KIAS will result in
normal automatic disengagement of APP, ALTA, VS & TD
modes at 55 KIAS and loss of associated collective safety func-
tion.
Note
At GA automatic LNAV arming is allowed down to 41 KIAS.

SAR Limitations
Flight below 50 KIAS (Vmini) in IMC is only permitted when coupled to a SAR
mode.

FD VOR Limitations
In case of invalid DME/FMS distance, select:
- VOR APP at ranges below 10 nm (18 km)
- VOR NAV at ranges greater than 10 nm (18 km).

Lims-Norm-Perf Page 30 Rev. 22


AW139-QRH
VGP Limitations
When being radar vectored or autonomously flying to the final approach
course, the VECTORS approach transition and/or ACT VECTORS function
must be used to program the FMS for the approach and the flight crew must
ensure that published altitudes are complied with.

FD ILS APPROACH MODE LIMITATION


The helicopter is certified to carry out CAT 1 ILS approaches up to 7.5 deg
glideslope.
Maximum recommended Localizer Intercept angle................................. 45°
................................................................................................ ranges greater
Unmaintained copy – for information only

.......................................................................................... than 10nm (18 km)


MISC
Maximum recommended Localizer Intercept angle................................. 30°
......................................................................................................ranges less
........................................................................................... than 10nm (18 km)
In case of invalid DME and FMS distance and with both Rad Alt signals
invalid an ILS approach must be initiate at a distance of not less than 10 nm
(18 km).

FMS AND GPS LIMITATIONS


1. The software status stated in the Honeywell Flight Management System
(FMS) Pilot’s Manual for the Agusta AW139 must match that displayed
on the equipment MCDU page at power up.
2. IFR en route and terminal navigation is prohibited unless the pilot verifies
the currency of the Navigation Data Base (NDB) or verifies each selected
waypoint for accuracy by reference to current approved data.
3. Instrument approaches must be carried out in accordance with approved
instrument approach procedures that are retrieved from the FMS data
base. The FMS data base must incorporate the current update cycle.

— For instrument approaches GPS integrity monitoring (RAIM)


must be available at the Final Approach Fix.

Note
The Pilot must not continue an instrument approach inside the
Final Approach Fix (FAF), unless the ‘APP’ advisory is dis-
played on the PFD. If during an instrument approach the amber
‘DGR’ advisory in displayed, the pilot must initiate a missed
approach.

— Use of LDA, (landing directional aid), SDF (simplified directional


facility) and MLS (microwave landing system) approaches are
not authorized.

— When an alternate airport is required refer to the applicable


operating rules for the number and type of navigational aids
required and approaches allowed.
4. The aircraft must have other approved navigation equipment installed and
operating appropriate to the route of flight.

Rev. 6 Lims-Norm-Perf Page 30A


AW139-QRH
TORQUE LIMITER FUNCTION
If TORQUE LIMITER is set, max AEO TQ available is 114%/114%.

VENTILATION
At MPOG / HIGE / HOGE or with helicopter forward velocity below 25 kts
(46 km/hr), operate cockpit fans or open pilot or copilot window.

SYNOPTIC MFD PAGE LIMITATIONS


In case of MAU1(2) failure, do not refer to the electrical and hydraulic syn-
optic page. The information presented is not reliable.

Unmaintained copy – for information only


HEADSET/HELMET LIMITATIONS
MISC Headset/Helmet type used in the aircraft must be of the same electrical
characteristics and authorised by Aircraft Manufacturer.

Lims-Norm-Perf Page 30B Rev. 6


AW139-QRH

INCREASED GROSS WEIGHT 6800 KG


General
For operations with Increased Gross Weight the aircraft must be in accor-
dance with the requirements as detailed in RFM Supplement 50.
The following limitations are for operations between 6400 kg and 6800 kg,
all other limitations remain unchanged.
Normal and Emergency Procedures remain unchanged.
WEIGHT AND CENTER OF GRAVITY LIMITATIONS
Maximum gross weight for towing ....................................................... 6450 kg
Unmaintained copy – for information only

Maximum gross weight for taxiing ....................................................... 6800 kg


GW EXT
Maximum gross weight for take-off and landing ................................... 6800kg 6800 kg
CAT B WAT Limitations chart ............................................ Figure GW EXT 5
CAT A Clear Area WAT Limitations chart .......................... Figure GW EXT 5
CAT A Confined Area WAT Limitations .............................. Figure GW EXT 6
CAT A Off Shore WAT Limitations chart ............................. Figure GW EXT 7
CENTER OF GRAVITY
Longitudinal Limits.............................................................. Figure GW EXT 1
Lateral limits ....................................................................... Figure GW EXT 2
AIRSPEED LIMITATIONS
Maximum airspeed for weights above 6400kg ................... Figure GW EXT 3
Maximum airspeed in sideward or rearward flight for weights
above 6400 kg.................................................................... Figure GW EXT 9
Maximum allowable tailwind and crosswind for weights
above 6400 kg.................................................................... Figure GW EXT 9
GROUND SPEED LIMITATIONS
Maximum taxi speed for weights above 6400kg..................... 20 kts (37 km/hr)
Maximum for emergency landing speed for weights above 6400kg
(nose wheel locked in fore and aft position) ........................ 60 kts (110 km/hr)
Taxiing on grass surfaces at weights above 6400kg is prohibited
ALTITUDE LIMITATIONS
Maximum operating altitude for weights above 6400kg .........8000 ft (2400 m)
Hp or Hd
whichever comes first
Maximum altitude for CAT A Clear Area and Confined
Area Take Off and Landing at weights above 6400kg............8000 ft (2400 m)
Hp or Hd
whichever comes first

GW Ext 6800 kg Lims-Norm-Perf Page GW1


Rev. 18
AW139-QRH
Maximum altitude for CAT A Offshore Helideck
Take Off and Landing at weights above 6400kg ....................5000 ft (1500 m)
Hp or Hd
whichever comes first
AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)
Minimum temperature for ground starting ...............................................-30°C
Maximum and minimum air temperature limitations for
operations above 6400 kg.................................................. Figure GW EXT 4
HEIGHT- VELOCITY LIMITATIONS
Height Velocity Diagram for weights above 6400kg ........... Figure GW EXT 8

Unmaintained copy – for information only


GW EXT
6800 kg SLOPE LIMITATIONS
Sloped Take Off and Landing are limited to the following, provided the build
standard as defined in Supplement 6 Slope Operation Envelope Extension
is incorporated:
Nose up .................................................................................................... 10°
Nose Down ............................................................................................... 10°
Left Wing Low........................................................................................... 10°
Right Wing Low ........................................................................................ 10°

CAUTION
When landing nose down on slopes up to 10° attention
should be given to have a slope that does not endanger
striking the tail of the aircraft. A slope which allows the
tail to overhang the top of the slope is recommended.

CAT A MISCELLANEOUS LIMITATIONS


Offshore Heliport / Helideck Size
Minimum demonstrated helideck size for Take-Off and Landing
for weights between 6400 kg & 6800 kg
Take Off and Landing ..................................................... Diameter 15 m (50 ft)
............................................................................or 15 m x 15 m (50 ft x 50 ft))
PERFORMANCE INFORMATION
Single Engine Failure in Hover OGE Flyaway procedure
weights between 6400 kg and 6800 kg............................ Figure GW EXT 10
(See Flyaway Procedure ENG FAIL/SHUT DWN Emerg-Malfunc page 18)

Lims-Norm-Perf Page GW2 GW Ext 6800 kg


Rev. 20
Unmaintained copy – for information only

7000
5.238 5.480
6800 6800 6800

GW Ext 6800 kg
6600

6400 6400 6400


5.180 5.504
6200

6000

5800

5600

Weight [Kg]
5400

5200
5170
5000
4850
4800
5.595
4660
4600
5.000
4400 4400
5.071 5.536
4200
4.9 5 5.1 5.2 5.3 5.4 5.5 5.6 5.7

139G1580A006 Issue A STA [m] ICN-39-A-155050-A-A0126-10001-A-01-1

Figure GW EXT 1 Weight and Longitudinal CG Envelope 6800 kg

Lims-Norm-Perf Page GW3


AW139-QRH

6800 kg
GW EXT
AW139-QRH

7000

-0.066 +0.084
6800 6800 6800

Unmaintained copy – for information only


GW EXT
6800 kg 6600

6400 6400 6400


-0.07 +0.09

6200

6000

5800
Weight [kg]

5600

5400

5200

5000

4800

4600

4400 4400 4400


-0.088 +0.120

4200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12 0.16

BL [m]
139G1580A006 Issue A ICN-39-A-155050-A-A0126-1002-A-01-1

Figure GW EXT 2 Weight and Lateral CG Envelope 6800 kg

Lims-Norm-Perf Page GW4 GW Ext 6800 kg


Unmaintained copy – for information only
Hp [m x 100]

-3 0 3 6 9 12 15 18 21 24
10000

8000

GW Ext 6800 kg
6000

Po
+35
ISA

we
rO
N
4000
50
40
30

OEI/Power OFF
2000 20
10
0
0 -10
-20
-30
-2000

DENSITY ALTITUDE [ft]


-4000

-6000

OAT [°C]
-8000

-10000
-1 0 1 2 3 4 5 6 7 8 110 120 130 140 150 160 170

Hp [Ft x 1000] VNE [KIAS]

Figure GW EXT 3 Vne Limitations for Weights above 6400 kg


AG-PRV 139/008/10 ICN-39-A-155050-G-A0126-10005-A-05-1

Lims-Norm-Perf Page GW5


AW139-QRH

6800 kg
GW EXT
AW139-QRH

8000
2400

2200

Unmaintained copy – for information only


7000
GW EXT

Hd
6800 kg 2000

LIM
Cat.A ENVELOPE

IT
6000 1800

80
MIN OAT LIMIT

00
tf
1600
5000

Pressure Altitude - [m]


1400
Pressure Altitude - [ft]

4000 1200
Hd

OAT LIMIT
LIM

1000
IT

3000
50
00

800
f

IS
t

A+35°C

Off-Shore ENVELOPE
2000 600

400
1000
200
MAX OAT LIMIT

0 0

-200

-50 -40 -30 -20 -10 0 10 20 30 40 50 60


OAT - [°C]
ICN-39-A-155050-A-A0126-01006-A-05-1

Figure GW EXT 4 CAT A Take Off/Landing Altitude and OAT


Limitations for Weights above 6400 kg

Lims-Norm-Perf Page GW6 GW Ext 6800 kg


Rev. 3
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE

EAPS NOT INSTALLED


Cat.A NR=102%
Cat.B NR=100%
Gross Weight - [lb x 1000]
14.5 15
Unmaintained copy – for information only

8 GW EXT
-1

-20
0 6800 kg

7
0
2
Hd LIMIT

6
10

Pressure Altitude - [m x 1000]


Pressure Altitude - [ft x 1000]

5 1.5
20

4 30

40 1
3
MA
XO
AT
LIM
2 IT
0.5

OAT [°C]
50 _______
0 ISA+35° 0
---------

6.4 6.6 6.8


Gross Weight - [kg x 1000]

139G1580A006 issue C ICN-39-A-155050-A-A0126-10007-A-03-1

Figure GW EXT 5 Weight Limitations CAT A Clear Area and CAT B


for weights above 6400 kg

GW Ext 6800 kg Lims-Norm-Perf Page GW7


AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
CONFINED AREA

ROTOR SPEED 102%

Gross weight - [lb x 100]

Unmaintained copy – for information only


142 144 146 148 150 152
GW EXT 7
6800 kg
2

5 1.5
-30

Pressure altitude- [m x 1000]


Pressure altitude- [ft x 1000]

4
-20

1
3
-10

2 0
0.5
10
1

20
0 0
30
40

64 65 66 67 68 69
Gross Weight - [kg x 100]

139G1580A012 issue A ICN-39-A-155050-G-A0126-10014-A-01-1

Figure GW EXT 6 Weight Limitations CAT A Confined Area for


weights above 6400 kg

Lims-Norm-Perf Page GW8 GW Ext 6800 kg


AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
OFF-SHORE HELIDECK PROCEDURE

ROTOR SPEED 102% Gross Weight - [lb x 1000]


13 13.5 14 14.5 15
Unmaintained copy – for information only

-3
1.5 GW EXT

0
6800 kg
-40

-20
4
-10

Pressure Altitude - [m x 1000]


Pressure Altitude - [ft x 1000]

Hd LIMIT

3
0
10
20

2
0.5
30
40
MA

1
X
OA
T LIM
IT

0 0

50
component - [kts]

0
Gross Weight - [kg x 1000]
Headwind

10

20
5.8 6 6.2 6.4 6.6 6.8 7
Gross Weight - [kg x 1000]
139G1580A014 issue A ICN-39-A-159200-G-A0126-00001-A-02-1

Figure GW EXT 7 Weight Limitations CAT A Offshore Helideck for


weights up to 6800 kg

GW Ext 6800 kg Lims-Norm-Perf Page GW9


AW139-QRH

HEIGHT-VELOCITY CHART

8
24

PRESSURE
ALTITUDE
[m X 100]
22
-3
0
-2
0 20

6 18
-1

Unmaintained copy – for information only


0
PRESSURE ALTITUDE [ft X 1000]

16
GW EXT NO
H-V
6800 kg 0 14 NO A
R
E
4 12 A

10 H-V
10
M
AX
O
AT 20 8 A
LI
M
2 IT
30
6 R
4 E NO H-V AREA

THIS AREA
40
2
A
IS OUTSIDE OF
APPROVED
0 50 0
FLIGHT ENVELOPE
FOR WEIGHT
ABOVE 6400 kg -2
350
C1
H V
(ft) (kts)
A 25 0 300
B 30 20

250
Height above ground - [ft]

200

G 150
RO
SS
THIS AREA W
EI
IS OUTSIDE OF G
HT 100
APPROVED
FLIGHT ENVELOPE
FOR WEIGHT
ABOVE 6400 kg 64 66 68
00 00 00 50
C2
B
NO H-V AREA A
0
0 5 10 15 20 25
IAS - [kt]

AG-PRV 139/008/10 ICN-39-A-155050-A-A0126-10011-A-05-1

Figure GW EXT 8 Height Velocity Limitations for Weights above


6400 kg

Lims-Norm-Perf Page GW10 GW Ext 6800 kg


Unmaintained copy – for information only
CONTROLLABILITY ENVELOPE

ROTOR 100% Pressure altitude [m x 100]


-2 0 2 4 6 8 10 12 14 16 18 20 22 24

GW Ext 6800 kg
IT
M
LI
T
OA
AX
M

0
0
0

50
40
30
20
10
-1
-2
-3

Manoeuvres for weights above 6400 kg


OAT [°C]
_______

ISA+35°
---------

Figure GW EXT 9 Controlability Envelope for Low Speed


0 2000 4000 6000 8000 10 20 30 40 50
Pressure altitude [ft] Relative wind speed [kts]
AG-PRV 139/008/10 ICN-39-A-155050-A-A0126-10010-A-05-1

Lims-Norm-Perf Page GW11


AW139-QRH

6800 kg
GW EXT
6800 kg
GW EXT
HEIGHT LOSS AFTER AN ENGINE FAILURE 200 60
from HOVER
50

s s
ROTOR SPEED: 100% or 102%

kt kt
150 s

20 10
kt s
0 kt 40
WIND BENEFIT nt 30
ne s
po kt
100 m 40 30
Note: the flyaway procedure assures a min ROC of co
150 fpm at Vy with MCP OEI nd
wi
ad 20

Height loss - [ft]


Height loss - [m]

He
50
Pressure altitude - [m]
2000 1500 1000 500 0

Lims-Norm-Perf Page GW12


MAX
OAT
LIM
IT

-30 -20 -10 0 10 20 30 40 50

6400 kg to 6800 kg
00 00 00
Emerg-Malfunc page 18)

68 66 64
BETWEEN 6400 KG AND 6800 KG

OAT - [°C]

ISA+35°C GROSS WEIGHT


[kg]
(See Single Engine Failure in Hover Flyaway Procedure

6000 4000 2000 0


HEIGHT LOSS DURING FLYAWAY MANOEUVRE WEIGHTS

Pressure altitude - [ft]

Figure GW EXT 10 Height Loss During Flyaway Weights from


139G1560A002 ISSUE D ICN-39-A-155050-A-A0126-10013-A-05-1

GW Ext 6800 kg
Rev. 6
AW139-QRH

Unmaintained copy – for information only


AW139-QRH

WEIGHT EXTENSION 7000 KG


General
For operations with Increased Gross Weight of 7000 kg the aircraft must be
in accordance with the requirements as detailed in RFM Supplement 90.
The following limitations are for operations between 6800 kg and 7000 kg,
all other limitations remain unchanged.
See Increased Gross Weight 8600 kg for operations between 6400 kg and
6800 kg
Normal and Emergency Procedures remain unchanged.
Unmaintained copy – for information only

WEIGHT AND CENTER OF GRAVITY LIMITATIONS GW EXT


Maximum gross weight for towing ....................................................6450 kg 7000 kg
Maximum gross weight for taxiing ...................................................7000 kg
Maximum gross weight for take-off and landing...............................7000 kg
CAT B WAT Limitations chart .................................................. Figure WE 5
CAT A Clear Area WAT Limitations chart ................................ Figure WE 6

CENTER OF GRAVITY
Longitudinal Limits.................................................................... Figure WE 1
Lateral limits ............................................................................. Figure WE 2

AIRSPEED LIMITATIONS
Maximum airspeed for weights above 6800kg ......................... Figure WE 3
Maximum airspeed in sideward or rearward flight for weights
above 6800 kg .......................................................................... Figure WE 8
Maximum allowable tailwind and crosswind for weights
above 6800 kg .......................................................................... Figure WE 8

GROUND SPEED LIMITATIONS


Maximum taxi speed for weights above 6800kg
OAT at or above -30°C ................................................... 20 kts (37 km/hr)
OAT below -30°C ............................................................. 10 kts (18 km/hr)
Maximum for emergency landing speed for weights above 6400kg
(nose wheel locked in fore and aft position) ..................... 60 kts (110 km/hr)
Taxiing on grass surfaces at weights above 6800kg is prohibited

WHEEL BRAKE LIMITATIONS


Maximum running speed for brake application................................ 40 knots
(74 km/hr)

Weight Ext 7000 kg Lims-Norm-Perf Page WE1


Rev. 13
AW139-QRH

ALTITUDE LIMITATIONS
Maximum operating altitude for weights above 6800kg .......6000 ft (1800 m)
Hp or Hd
whichever comes first
Maximum altitude for CAT B Take Offand Landing
above 6800kg ........................................................................4500 ft (750 m)
Hp or Hd
whichever comes first
Maximum altitude for CAT A Clear Area above 6800kg.........2500 ft (750 m)
Hp or Hd
whichever comes first

Unmaintained copy – for information only


GW EXT Maximum altitude for CAT A Offshore Helideck
7000 kg Take Off and Landing at weights above 6400kg ..................5000 ft (1600 m)
Hp or Hd
whichever comes first

AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)


Minimum temperature for ground starting ........................................... -40°C
Maximum and minimum air temperature limitations for
operations above 6800 kg ........................................................ Figure WE 4

COLD WEATHER OPERATION


If the helicopter is to be operated with an OAT at or below -30°C, ensure that
the flight logbook records that the nitrogen pressure on the NLG and MLG is
appropriate and in accordance with Maintenance Manual.

HEIGHT- VELOCITY LIMITATIONS


Height Velocity Diagram for weights above 6800kg ................. Figure WE 7

CAT A MISCELLANEOUS LIMITATIONS


CAT A Clear Area Take Off and Landing only may be performed above
6800 kg.
Maximum crosswind for Take Off and Landing CAT A
Clear Area Procedure .............................................................15 kts (8 m/s)
Take-Off with tail wind component is prohibited.

FLIGHT DIRECTOR LIMITATIONS


Above 6800 kg use of the following Flight Director modes is prohibited:

— HOV
— TDH (Transition Down to Hover)
— MOT
— WTR

Lims-Norm-Perf Page WE2 Weight Ext 7000 kg


Rev. 21
Unmaintained copy – for information only

Rev. 13
7200

7000

6800 6800

Weight Ext 7000 kg


6600

6400

6200

6000

5800

5600

Weight [Kg]
5400

5200

5000

4800

4600

4400

4200
4.9 5 5.1 5.2 5.3 5.4 5.5 5.6 5.7

139G1580A006 Issue A ICN-39-A-155090-G-A0126-10001-A-01-1

Figure WE 1t Weight and Longitudinal CG Envelope 7000 kg


STA [m]

Lims-Norm-Perf Page WE3


AW139-QRH

7000 kg
GW EXT
AW139-QRH

7200

7000

Unmaintained copy – for information only


GW EXT 6800

7000 kg
6600

6400 6400

6200

6000
Weight [kg]

5800

5600

Hoist
5400 Operations
Only
5200

5000

4800

4600

4400

4200
-0.12 -0.08 -0.04 0 0.04 0.08 0.12 0.16 0.2

BL [m]
139G1580A006 Issue A ICN-39-A-155090-G-A0126-1002-A-01-1

Figure WE 2 Weight and Lateral CG Envelope 7000 kg

Lims-Norm-Perf Page WE4 Weight Ext 7000 kg


Rev. 13
Unmaintained copy – for information only
AIRSPEED LIMITATION

Rev. 13
PRESSURE ALTITUDE [m x 10000] VNE IAS [km/h]

-3 0 3 6 9 12 15 18 200 220 240 260 280 300

IT
T L IM
X OA

Weight Ext 7000 kg


MA

50 40 30 20 10 0 -10

-20

-30

-40
VNE OEI/Power OFF/Power ON

-1 0 1 2 3 4 5 6 110 120 130 140 150 160 170

Figure WE 3 Vne Limitations for Weights above 6800 kg


PRESSURE ALTITUDE [ft x 1000] VNE IAS [kt]
139G1580A024 Rev.A ICN-39-A-155090-A-A0126-10005-A-01-1

Lims-Norm-Perf Page WE5


AW139-QRH

7000 kg
GW EXT
AW139-QRH

AW139
FLIGHT and TO/LANDING
ENVELOPE for GW above 6800 kg

OAT - [°F]
-50 -30 -10 0 10 20 30 40 50 60 70 80 100 120 140

Unmaintained copy – for information only


GW EXT 8
24
7000 kg
22
7
20

6 18

16
5
Pressure Altitude - [ft x 1000]

Pressure Altitude - [m x 100]


Hd

14
LIM
IT
MIN OAT LIMIT

4
60

12
Cat.B
00

TO and Landing
f t
Hd

Envelope 10
3
LIM

OAT LIMIT
IT

8
45
00
Hd

2
ft

6
LIM

ISA+35°C
IT
25

4
00

1
ft

Cat.A
2
TO and Landing
Envelope
OAT LIMIT

OAT LIMIT
for Cat.A

0 0

-2

-50 -40 -30 -20 -10 0 10 20 30 40 50 60


OAT - [°C]
139G1580A022 Rev.A ICN-39-A-155090-G-A0126-10006-A-01-1

Figure WE 4 CAT A Take Off/Landing Altitude and OAT


Limitations for Weights above 6800 kg

Lims-Norm-Perf Page WE6 Weight Ext 7000 kg


Rev. 13
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
Cat.B PROCEDURE
NR=100%

Gross Weight - [lb x 1000]


Unmaintained copy – for information only

14.2 14.4 14.6 14.8 15 15.2 15.4 15.6 GW EXT


45
5 7000 kg

0 and below
13
40 10
12

11
35
10
Hd limit 4500 ft

20
30 9

Pressure Altitude - [m x 100]


Pressure Altitude - [ft x 100]

8
25
30 7
20 6

5
15
40 4

10 45 3

2
5
1
OAT [°C]
0 _______ 0
ISA+35°
50 -1
---------
-5
-2

-10 -3
64 65 66 67 68 69 70 71
Gross Weight - [kg x 100]

139G1580A024 Rev. A ICN-39-A-155090-G-A0126-10008-A-01-1

Figure WE 5 Weight Limitations CAT B for weights above 6800 kg

Weight Ext 7000 kg Lims-Norm-Perf Page WE7


Rev. 13
AW139-QRH

WEIGHT-ALTITUDE-TEMPERATURE
Cat.A CLEAR AREA PROCEDURE
NR=102%

Gross Weight - [lb x 1000]

Unmaintained copy – for information only


15 15.1 15.2 15.3 15.4 15.5 15.6
GW EXT 25
7000 kg

10
20 6

15 0 and below
Hd limit 2500 ft
20

Pressure Altitude - [m x 100]


Pressure Altitude - [ft x 100]

10

2
5
30
OA
T LIM

0 0
IT I

OAT [°C]
SA

_______
+20

ISA+20°
°

---------
-5
-2

-10
68 68.5 69 69.5 70 70.5 71
Gross Weight - [kg x 100]

139G1580A024 Rev. A ICN-39-A-155090-G-A0126-10012-A-01-1

Figure WE 6 Weight Limitations CAT A Clear Area for weights


above 6800 kg

Lims-Norm-Perf Page WE8 Weight Ext 7000 kg


Rev. 13
AW139-QRH

HEIGHT-VELOCITY
CHART
for GW above 6800 kg
Unmaintained copy – for information only

GW EXT
7000 kg
Height above ground - [ft]

H-V
AREA

≈ ≈
NO HOGE PERFORMANCE
AVAILABLE
60

50

40

30

20

10

0
0 2 4 6 8 10 12 14 16 18 20 22
IAS - [kn]
139G1580A024 Rev.A ICN-39-A-155090-G-A0126-10016-A-01-1

Figure WE 7 Height Velocity Limitations for Weights above


6800 kg

Weight Ext 7000 kg Lims-Norm-Perf Page WE9


Rev. 13
AW139-QRH

Unmaintained copy – for information only


GW EXT
7000 kg

ICN-39-A-155090-A-00003-01680-A-01-1

Figure WE 8 Controlability Envelope for Low Speed Manoeuvres


for weights above 6800 kg

Lims-Norm-Perf Page WE10 Weight Ext 7000 kg


Rev. 13
AW139-QRH

T-O AND LANDING ALTITUDE EXTENSION (9 PASSENGER


SEAT CONFIGURATION)

General
For operations within the Take Off and Landing Altitude Extension the aircraft
must be in accordance with the requirements as detailed in RFM
Supplement 51.
The following Limitations are for operations in the T-O and Landing Altitude
Extension, all other limitations remain unchanged.
Normal and Emergency Procedures remain unchanged.
NUMBER OF OCCUPANTS
Unmaintained copy – for information only

The total number of occupants in passenger cabin shall not exceed ..........9 ALT EXT
9 PAX
WEIGHT LIMITATIONS
CAT B WAT T-O and Landing see Hover Ceiling IGE @ TOP
......................................................................................... Figure ALT EXT 1

CAUTION
The IGE TOP hover ceiling chart, referenced above,
shows performance in zero wind conditions. The maxi-
mum hover weight to maintain heading controllability may
be reduced considerably for crosswind or tailwind above
zero kts. Refer to CAT B Low Speed IGE Manoeuvres
Envelope in Figure ALT EXT 4 to define maximum weight
for the cross/tail wind heading controllability required.

AIRSPEED LIMITATIONS
Maximum airspeed in sideward or rearward flight .......... Figure ALT EXT 4
(for operations above
14000 ft (4300m), NR
must be set to 102%)

AMBIENT AIR TEMPERATURE LIMITATIONS (OAT)


Maximum and minimum air temperature limitation .......... Figure ALT EXT 2

HEIGHT- VELOCITY LIMITATIONS


Height velocity diagram is considered performance
information........................................................................ Figure ALT EXT 3

PERFORMANCE INFORMATION
Single engine Failure in Hover OGE flyaway procedure . Figure ALT EXT 5
(See Flyaway Procedure ENG FAIL/SHUT DWN Emerg-Malfunc page 18)

Alt Ext 19000 ft Lims-Perf-Norm Page ALT1


Rev. 4
AW139-QRH

HOVER CEILING IN GROUND EFFECT


TAKE OFF POWER AEO
ROTOR SPEED: 100%-102 %


ZERO WIND

WHEEL HEIGHT: 5 FT
ELECTRICAL LOAD: 600 A TOTAL

Unmaintained copy – for information only


COND ON: reduce weight by 50 kg
ALT EXT GROSS WEIGHT - [lb x 100] ▼

9 PAX 96 104 112 120 128 136 144


20
60
19
0 ft
-4
-3 0
900 0
18 55
-2
IT 1

0
17
-1
LIM

0 50
16
HD

15 0
45
14 10
M

PRESSURE ALTITUDE - [m X 100]


40
AX

13
PRESSURE ALTITUDE - [ft X 1000]

20
OA

12
T
LI

35
M

11
IT

30
10 30
9
8 25

7
20
6
5 15
4
3 10

2
5
1
0 OAT - ˚C 0
-1
42 44 46 48 50 52 54 56 58 60 62 64 66
GROSS WEIGHT - [kg X 100]
139G1580A005 ISSUE B ICN-39-A-155051-A-A0126-40001-A-02- 1

Figure ALT EXT 1 Hover Ceiling IGE at TOP

Lims -Norm-Perf Page ALT2 Alt Ext 19000 ft


AW139-QRH

TAKE-OFF/LANDING
ENVELOPE

20000
6000
Unmaintained copy – for information only

Hd
19000 LIM 5800 ALT EXT
Hd IT 2 5600
18000 LIM 00 9 PAX
IT 00 f 5400
17000 19 t 5200
00
TAKE OFF and 0f
t 5000
16000 LANDING 4800
ENVELOPE EXTENSION 4600
15000
4400
14000 4200
13000 4000
3800
Pressure Altitude - [ft]

12000 3600

Pressure Altitude - [m]


MIN OAT LIMIT

11000 3400
MAX

3200
10000 3000
OAT

9000 2800
2600
LIMIT

8000 2400
2200
IS

7000 TAKE OFF and


2000
A+35

LANDING
6000 ENVELOPE 1800
°

1600
C

5000
1400
4000 1200
1000
3000
800
2000 600
400
1000
200
0 0
-200
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - [°C]
139G1580A005 issue B ICN-39-A-155051-A-A0126-10001-A-02-1

Figure ALT EXT 2 Altitude and OAT Limitations for Extended


Envelope Operations (Maximum 9 passenger seats)

Alt Ext 19000 ft Lims-Perf-Norm Page ALT3


AW139-QRH

HEIGHT-VELOCITY CHART

PRESSURE ALTITUDE [m X 100]


56
18
54

Unmaintained copy – for information only


52
ALT EXT 16
50
48 NO
H-V
9 PAX 46
44
A
R
14 42 E
40 A
PRESSURE ALTITUDE [ft X 1000]

-4 38
0
12 36
-3
0 34
M
AX -2 32
10 O 0
AT 30
LI
M
-1
0 28 NO
IT 0 26
8 NO H-V AREA
24
10
22 H-V
20 20
6 18
30
16
40 14 A
4 12
10
R
2
8
6
E
4
2
A
0 0
-2
350
C1

300

250
Height above ground - [ft]

200

150

100
580
600
500

560

62
440

480

520

64
460

540

50
00

C2
00
0
0
0

0
0

0
0

0
0

B
NO H-V AREA A
0
0 5 10 15 20 25
IAS - [kt]

AG-PRV 139/008/10 ICN-39-A-155051-A-A0126-40035-A-03-1

Figure ALT EXT 3 Height Velocity Chart for Extended Envelope


Operations (Maximum 9 passenger seats)

Lims -Norm-Perf Page ALT4 Alt Ext 19000 ft


Unmaintained copy – for information only
WEIGHT-ALTITUDE-TEMPERATURE
for TAKE-OFF, LANDING and LOW SPEED MANOEUVRES
ROTOR SPEED: 100%-102% RELATIVE WIND AZIMUTH: 10 to 350 deg
COND: ON/OFF NOTE: no windspeed limitation exists for headwind conditions (wind azimuth ±10 deg
Pressure altitude - [m x 100]
0 400 800 1200 1600 2000 2400 2800 3200 3600 4000 4400 4800 5200 5600

Alt Ext 19000 ft


45 4 3 3 2 2
KT 0 KT 5 KT 0 KT 5 KT 0 KT
AS AS AS AS AS AS
an
dB
EL
°C OW
35
A+
IS
IT
M
LI
T
OA

0
0
0
0

10
0
-3

40
30
20
-1
-2
-4
45 KTAS and BELOW

(Maximum 9 passenger seats)


50

Manoeuvres for Extended Envelope Operations


Figure ALT EXT 4 Controlability Envelope for Low Speed
0 2000 4000 6000 8000 10000 12000 14000 16000 18000 4600 4800 5000 5200 5400 5600 5800 6000 6200 6400
Pressure altitude - [ft] GW - [kg]
AG-PRV 139/008/10 ICN-39-A-155051-A-A0126-40033-A-03-1

Lims-Perf-Norm Page ALT5


AW139-QRH

9 PAX
ALT EXT
ALT EXT
9 PAX
s
kt
20 kts
30 kts

10
HEIGHT LOSS AFTER AN ENGINE FAILURE 400 120

kts
110

ts
from HOVER

40

0k
100

nt
ROTOR SPEED: 100% or 102% 300 90

ne
80

po
WIND BENEFIT

m
70

co
200 d 60
Note: the flyaway procedure assures a min ROC of in
dw 50
150 fpm at Vy with MCP OEI ea
H 40

Height loss - [ft]


Height loss - [m]

100 30
Pressure altitude - [m] 20

Lims -Norm-Perf Page ALT6


6000 5500 5000 4500 4000 3500 3000 2500 2000 1500 1000 500 0

MA
00
X OA
44
TL
IMI
T
00
48
00
52 5

-4 -3 -2 -1 0 10 20 30 50
Emerg-Malfunc page 18)

0 0 0 0 40
EXTENSION TO 19000 FT

6
00 000 600
64

OAT - [°C]

ISA+35°C

GROSS WEIGHT
(See Single Engine Failure in Hover Flyaway Procedure
HEIGHT LOSS DURING FLYAWAY MANOEUVRE

[kg]

18000 16000 14000 12000 10000 8000 6000 4000 2000 0

Figure ALT EXT 5 Height Loss during Flyaway up to 19000 ft


Pressure altitude - [ft]
139G1560A002 ISSUE D ICN-39-A-155051-A-A0126-40039-A-05-1

Rev. 6
Alt Ext 19000 ft
AW139-QRH

Unmaintained copy – for information only


AW139-QRH

ICING PROTECTION SYSTEM, FLIGHT IN ICING


GENERAL
For operation in icing conditions the aircraft must be in accordance with the
requirememnts as detailed in RFM Supplement 71.

TYPE OF OPERATIONS
Instrument Flight Rules (IFR) Day/Night in known icing conditions.

AIRSPEED LIMITATIONS
Unmaintained copy – for information only

VNE Icing ...................................................................................... Figure IPS-1 IPS


Maximum airspeed in icing conditions with IPS failed.......................... 80 KIAS

CAUTION
With the IPS failed the icing condition must be
vacated as soon as possible. See relevant proce-
dure under MALFUNCTION MISC.

ALTITUDE AND TEMPERATURE LIMITATIONS


Altitude and temperature limitations for icing conditions .............. Figure IPS-2

RATE OF DESCENT
Maximum Rate of descent in icing conditions ................................... 1000 fpm
(or after icing encountered if ice is still present on the aircraft)

FREEZING RAIN / FREEZING DRIZZLE / SUPERCOOLED LARGE


DROPLETS (SLD)
Flight in known Freezing Rain, Freezing Drizzle or SLD conditions is prohib-
ited.
In case of an encounter with Freezing Rain, Freezing Drizzle or SLD condi-
tions, take immediate action to vacate the flight conditions.

IPS Lims-Norm-Perf Page IPS1


IPS
AIRSPEED LIMITATION FOR ICING CONDITIONS

Hp [m x 100]

-3 0 3 6 9 12 15 18 21 24 27 30
12000

10000
OAT (°C)
______
8000 Vmo ICING

Lims-Norm-Perf Page IPS2


6000 SHADED AREA FOR
GROSS WEIGHT BETWEEN
6400 kg AND 6800 kg

4000

2000

0
5 0 -10 -20 -30 -40

-2000

DENSITY ALTITUDE [ft]


-4000

-6000

-8000

-10000
-1 0 1 2 3 4 5 6 7 8 9 10 125 130 135 140 145 150

Figure IPS-1 Airspeed Limitations for Icing Conditions


Hp [ft x 1000] Vne [KIAS]

AG-PRV 139/008/10 ICN-39-A-155071-G-A0126-00010-A-02-1

IPS
AW139-QRH

Unmaintained copy – for information only


AW139-QRH

AW139
ALTITUDE-OAT
Envelope for IPS operation

20000
Hd 6000
19000 LI 5800
MI
T2 5600
18000 00
00 5400
Unmaintained copy – for information only

ft 5200
17000
5000 IPS
16000 4800
15000 4600
4400
14000 4200
ENVELOPE
13000 for IPS operation 4000
3800

Pressure Altitude - [m]


Pressure Altitude - [ft]

12000 3600
MIN OAT LIMIT

11000 3400
MAX

3200
10000 3000
OAT

9000 2800
2600
LIMIT

8000 2400
2200
IS

7000
A+35

2000
6000 1800
°

1600
C

5000
1400
4000 1200
1000
3000
800
2000 600
ENVELOPE 400
1000 for
200
0 0
-200
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - [°C]
139G1580A015 Rev.A ICN-39-A-155071-G-A0126-00008-A-01-1

Figure IPS-2 Altitude Temperature Limitations for IPS Operation

IPS Lims-Norm-Perf Page IPS3


AW139-QRH

RATE OF CLIMB REDUCTION IN ICING CONDITIONS

ICE PROTECTION SYSTEM

RATE OF CLIMB PENALTY


GW < 5200 kg » -800 ŌͬŵŝŶ
IPS ON + ICING CONDITIONS 5200 чGW < 6000 kg » -700 ŌͬŵŝŶ

Unmaintained copy – for information only


6000 чGWч6800 kg » -600 ŌͬŵŝŶ
IPS

139G1580A015 ISSUE A ICN-39-A-155071-G-A0126-00009-A-01-1

Figure IPS-3 Performance Reduction in Icing Conditions

Note
The table above is valid for both AEO and OEI
conditions.

Note
Fuel consumption (See Basic RFM Section 9) will
be increased by a maximum of 55 kg/hr when the
aircraft is operating with IPS on, in icing condition
and with ice accretion on the aircraft.

Lims-Norm-Perf Page IPS4 IPS


AW139-QRH

LIMITED ICING PROTECTION SYSTEM,


FLIGHT IN LIMITED ICING CONDITIONS
GENERAL
For operation in Limited Icing Conditions the aircraft must be in accordance
with the requirememnts as detailed in RFM Supplement 76.
Any flight where Limited Icing conditions are encountered must be recorded in
the helicopter log-book.
Unmaintained copy – for information only

TYPE OF OPERATIONS
Limited icing assumes that the aircraft has the ability to vacate the icing condi- LIPS
tions, at any time, with the availability of a band of positive air temperature of
at least 500 ft height into which the aircraft can descend to de-ice naturally.

MINIMUM FLIGHT CREW


Limited Ice conditions - Two pilots

AIRSPEED LIMITATIONS
VNE Icing .................................................................................... Figure LIPS-2

ALTITUDE AND TEMPERATURE LIMITATIONS


Altitude and temperature limitations for icing conditions ............ Figure LIPS-3

RATE OF DESCENT
Maximum Rate of descent in icing conditions ................................... 1000 fpm
(or after icing encountered if ice is still present on the aircraft)

TIME IN LIMITED ICE


Maximum Time in Limited Ice (Intermittent.........................................5 minutes
(Figure LIPS-1 Yellow Zone)

FREEZING RAIN / FREEZING DRIZZLE / SUPERCOOLED LARGE


DROPLETS (SLD)
Flight in known Freezing Rain, Freezing Drizzle or SLD conditions is prohib-
ited.
In case of an encounter with Freezing Rain, Freezing Drizzle or SLD condi-
tions, take immediate action to vacate the flight conditions.

Limited IPS Lims-Norm-Perf Page LIPS1


Rev. 16
AW139-QRH

Unmaintained copy – for information only


LIPS 4
NO-ICE ZONE

LWC g/m3
0
0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
OAT °C

LWC = 0

NO-LIMIT ZONE VACATE


ZONE
-6
TIME-LIMITED
ZONE
(5 minutes)
-9

Figure LIPS-1 Icing zones for conditions withLMC above 0.0 g/m3

Lims-Norm-Perf Page LIPS2 Limited IPS


Rev. 6
Unmaintained copy – for information only
AIRSPEED LIMITATION FOR LIMITED ICING CONDITIONS

Rev. 6
Hp [m x 100]

Limited IPS
-3 0 3 6 9 12 15 18 21 24 27
10000

OAT (°C)
8000

6000 Vmo Limited ICING


SHADED AREA FOR
LIMITED ICE ENVELOPE

4000

2000
5
0
-5
-9
0 -15 0
-2

DENSITY ALTITUDE [ft]


-2000

-4000

-6000
-1 0 1 2 3 4 5 6 7 8 9 115 120 125 130 135 140

Hp [Ft x 1000] Vne [KIAS]

Figure LIPS-2 Airspeed Limitations for Limited Icing Conditions


139G3000T001/2 Issue A ICN-39-A-155076-G-A0126-00003-A-01-1
AW139-QRH

Lims-Norm-Perf Page LIPS3


LIPS
AW139-QRH

AW139
ALTITUDE-OAT
Envelope for Limited ICING condition

20000
Hd 6000

Unmaintained copy – for information only


19000 LI 5800
MI
LIPS T2 5600
18000 00
00 5400
ft 5200
17000
5000
16000 4800
15000 4600
4400
14000 4200
13000 4000
ENVELOPE for 3800
12000 Limited ICING condition
Pressure Altitude - [ft]

3600

Pressure Altitude - [m]


3400
MIN OAT LIMIT

11000
MAX

3200
10000 3000
OAT

9000 2800
2600
LIMIT

8000 2400
2200
IS

7000
2000
A+35

6000 1800
°

1600
C

5000
1400
4000 1200
1000
3000
800
2000 ENVELOPE 600
for 400
1000
6400<GW<=6800 kg 200
0 0
-200
-1000
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - [°C]
139G1580A020 ISSUE A ICN-39-A-155076-G-A0126-00001-A-01-1

Figure LIPS-3 Altitude Temperature Limitations for LIPS


Operation

Lims-Norm-Perf Page LIPS4 Limited IPS


Rev. 6
AW139-QRH

RATE OF CLIMB REDUCTION IN LIMITED ICING CONDITIONS

LIMITED ICE PERFORMANCE

MAXIMUM EXPECTED
RATE OF CLIMB PENALTY
GW < 5400 kg » -800 ŌͬŵŝŶ
NO-LIMIT ZONE 5400 чGW < 6400 kg » -700 ŌͬŵŝŶ
Unmaintained copy – for information only

6400 чGWч6800 kg » -600 ŌͬŵŝŶ

GW < 5400 kg » -1500 ŌͬŵŝŶ LIPS


TIME-LIMITED ZONE 5400 чGW < 6400 kg » -1200 ŌͬŵŝŶ
6400 чGWч6800 kg » -1050 ŌͬŵŝŶ

139G1580A020 ISSUE A ICN-39-A-155076-G-A0126-00002-A-01-1

Figure LIPS-4 Performance Reduction in Limited Icing Conditions

Note
The table above is valid for both AEO and OEI
conditions and considers the maximum icing that
would be expected in the zone.

Note
Fuel consumption (See Basic RFM Section 9) will
be increased by a maximum of 55 kg/hr. when the
aircraft is operating with LIPS ON, in the “No-Limit
Zone” icing conditions. This value will may
increase during time in the “Time Limited Zone”
depending on the severity of the icing whilst in
that zone.

Limited IPS Lims-Norm-Perf Page LIPS5


Rev. 6
AW139-QRH

Unmaintained copy – for information only


LIPS

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Lims-Norm-Perf Page LIPS6 Limited IPS


Rev. 6
AW139-QRH

GOODRICH LANDING GEAR


General
The following Limitations are for operations with the Goodrich Landing Gear
installation, all other limitations remain unchanged.
Normal and Emergency Procedures remain unchanged.

WEIGHT
Maximum Gross weight for towing .....................................................6450kg
Maximum Gross weight for taxiing ....................................................6800kg
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Maximum Gross weight for CAT B Take Off / Landing .......................6800kg


GOODRICH
Maximum Gross weight for CAT A Take Off / Landing LDG GEAR
(Clear Area only) ................................................................................6800kg

GROUND SPEED LIMITATIONS


On Paved Surfaces
Maximum taxi speed......................................................................... 40 knots
(74 km/hr)
(above 20 knots (36km/hr) nose wheel must be locked fore and aft)
Maximum for emergency landing speed
(nose wheel locked in fore and aft position ..................................... 60 knots
(110 km/hr)
Maximum towing speed .................................................................. 37 km/hr
(23 mph)
On Prepared Grass Surfaces
Maximum taxi speed
(above 10 knots (18 km/hr) nose wheel must be locked fore
and aft) ............................................................................................ 20 knots
(37 km/hr)
Maximum for emergency landing speed
(nose wheel locked fore and aft) ..................................................... 40 knots
(74 km/hr)

ALTITUDE LIMITATIONS
Maximum operating altitude weight up to 6400 kg ........... 20000 ft (6100 m)
Maximum operating altitude for weights
between 6400 kg 6800 kg .................................................. 8000 ft (2400 m)
Minimum operating altitude ...........................................Figure LDG GEAR-1
Maximum Take Off and Landing Altitude ......................Figure LDG GEAR-1

Goodrich LDG GEAR Lims-Perf-Norm Page LDG GEAR1


Rev. 3
AW139-QRH
AMBIENT AIR TEMPERATURE LIMITATIONS
Minimum temperature for ground starting .......................................... -40° C
Maximum ambient air temperature................................Figure LDG GEAR-1
Minimum ambient Air Temperature................................Figure LDG GEAR-1
Maximum ambient temperature for Take-Off and
Landing at weights between 6400 kg & 6800 kg)
(GW EXT 6800kg) .........................................................Figure LDG GEAR-1
Maximum ambient temperature for Take-Off and
Landing Envelope Extension (ALT EXT 9 PAX) ............Figure LDG GEAR-1

Unmaintained copy – for information only


GOODRICH SLOPE LIMITATION
LDG GEAR Sloped Take Off and Landing are limited to the following, provided the build
standard as defined in Supplement 6 Slope Operation Envelope Extension
is incorporated:
Nose up .................................................................................................... 10°
Nose Down ............................................................................................... 10°
Left Wing Low........................................................................................... 10°
Right Wing Low ........................................................................................ 10°

HYDRAULIC SYSTEM LIMITATIONS


The only hydraulic fluid authorised for use with the Goodrich Landing Gear
is as follows:

AUTHORIZED HYDRAULIC FLUIDS

Applicable Specification Brand Names (For reference only)

MIL-PRF-83282 AEROSHELL FLUID 31

MIL-PRF-5606 AEROSHELL FLUID 41

CATEGORY A LIMITATIONS
Only Category A Clear Area and Clear Area Training procedures may be
carried out with the Goodrich Landing Gear. All other Category A proce-
dures are prohibited.

Lims -Norm-Perf Page LDG GEAR2 Goodrich LDG GEAR


Rev. 20
AW139-QRH

TAKE-OFF/LANDING
ENVELOPE

20000
Hd 6000
19000 LIM 5800
Hd IT 2 5600
18000 LIM 00 5400
IT 00 f
19 t 5200
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17000 00
0f
t 5000 GOODRICH
16000 TAKE OFF and 4800 LDG GEAR
15000 LANDING 4600
ENVELOPE EXTENSION 4400
14000 4200
Hd
13000 LIM 4000
IT 3800
12000 14
Pressure Altitude - [ft]

Pressure Altitude - [m]


00 3600
MIN OAT LIMIT

0f
11000 t 3400
MAX

TAKE OFF and 3200


10000 LANDING
3000
OAT

ENVELOPE
9000 2800
2600
LIMIT

8000 2400
Hd
LI 2200
IS

7000 MI
A+35

T 2000
80
6000 00 1800
ft
°

1600
C

5000
1400
4000 1200
FLIGHT, TAKE OFF and LANDING 1000
3000
ENVELOPE for 800
2000 WEIGHT ABOVE 6400 kg to 6800 kg 600
400
1000
200
0 0
-200
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
OAT - [°C]
ICN-39-A-155077-G-A0126-00001-A-02-1

Figure LDG GEAR-1 Altitude and OAT Limitations

Goodrich LDG GEAR Lims-Perf-Norm Page LDG GEAR3


Rev. 20
AW139-QRH

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GOODRICH
LDG GEAR

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Lims -Norm-Perf Page LDG GEAR4 Goodrich LDG GEAR


Rev. 3
AW139-QRH

NORMAL PROCEDURES
GENERAL
The following procedures are intended to ensure that the level of safety
required by the design and certification process is achieved.
Note
Throughout this Section, checks marked with a large are required only
before the first flight of the day. All other checks are to be carried out before
each flight.
Normal and standard conditions are assumed in these procedures.
The minimum and maximum limits, and the normal and cautionary operat-
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ing ranges are indicated on the PFD and MFD displays.

FLIGHT PLANNING
EXTN
CAT B WEIGHT AND H-V DETERMINATION CHECKS
Graphs are presented in Limitations to determine maximum weight for CAT
B Take Off/Landing/IGE manoeuvres (Figure 1-5) and to determine the H-V
(Figure 1-4) avoid area diagram.
The order of flight planning is first to determine the CAT B weight for Take
Off and Landing at the ambient conditions then to confirm the H-V avoid
area diagram applicable for the weight chosen.
CATEGORY A PROCEDURES
See Supplement 12 and 97 for detailed information on CATEGORY A
procedures.
CATEGORY A TAKE OFF:
VERTICAL PROCEDURE
TDP............................................................................................35 ft ATS
TDPE ..............................................................................35 ft to 70 ft ATS
Minimum height during CTO ............................. 15ft or (TDPE - 20ft) ATS
Height at end of CTO distance............................................ TDP or TDPE
SHORT FIELD PROCEDURE
TDP........................................................................................... 35 ft AGL
TDPE ........................................................................... 35 ft to 400 ft AGL
Minimum height during CTO ...................................TDP or (TDPE - 20 ft)
Height at end of CTO distance............................................ TDP or TDPE
BACK UP PROCEDURE
TDPE .............................................................................85 ft to 400 ft ATS
Minimum height during CTO ......................................... (TDPE - 70ft) ATS
Height at end of CTO distance............................................. See Supp 12

Rev. 21 Lims-Norm-Perf Page 31


AW139-QRH
CLEAR AREA PROCEDURE
TDP ........................................................................................... 30 ft AGL
CONFINED AREA PROCEDURE
TDP ............................................................. Min 100 ft to Max 400 ft ATS
OFFSHORE HELIDECK PROCEDURE
TDP ............................................................................................20 ft ATS
Rotation Point .............................................................................30 ft ATS

See chart below for Take Off Target PI

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Target PI %
Offshore Helipad Target PI for T-O

EXTN 5ft HIGE PI Value%

CHECKS 115
PI TAKE-OFF LIMIT
110

105
Target PI %

HIGE PI LIMIT
100

95

90

85

80
70 71 72 73 74 75 76 77 78 79 80 81 82 83 84 85 86 87 88 89 90
5 ft HIGE PI Value %

ENHANCED OFFSHORE HELIDECK PROCEDURE


TDP ............................................................................................25 ft ATS
Climb Out Safety Speed (VCOSS) for PATH 1-2, see chart below:

Lims-Norm-Perf Page 32 Rev. 21


AW139-QRH

Vcoss SELECTION
for PATH 1-2

80

78

76

74
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72

e
lin
e
Vcoss [kIAS]

nc
re
70
fe
Re

EXTN
68 CHECKS

66

64

62

60
0 4 8 12 16 20 24 28 32 36 40
Headwind Component [kt]

139G1580A025 Rev.A ICN-39-A-155097-G-A0126-00003-A-01-1

CATEGORY A LANDING:
HELIPORT/HELIDECK PROCEDURE
LDPV Height ................................................................. 50 ft to 400 ft ALS
LDPV Airspeed............................................................................. 20 KIAS
LDPV Rate of Descent .............................................. Less than 350 ft/min
CLEAR AREA PROCEDURE
LDP Height .................................................................................50 ft AGL
LDP Airspeed .............................................................................. 50 KIAS
LDP Rate of Descent............................